April 26, 2007 89 

### 5. PROPOSED NEW SIP MEASURES – Descriptions

Introduction

ARB staff is proposing a comprehensive and far reaching set of new measures to

achieve emission reductions needed to address California’s most challenging ozone and PM2.5 problems. These meas ures are designed to make maximum progress toward the federal 8-hour oz one standard in the South Coast and the San Joaquin Valley. The measures include aggressive near-term NOx and SOx emission reduction goals, reflecting t he nature and scope of the PM2.5 problem in these regions. To achieve the emission reductions needed for both ozone and PM2.5, the State Strat egy proposes new near-term actions that can be completed by 2010 or soon thereafter.

Need for Fleet Modernization

More than any other air pollution control effort, ARB’s mobile source program has

moved the State’s nonattain ment areas closer to m eeting federal air quality

standards. California has dramatically tightened emi ssion standards for new onroad and off-road mobile sources and f uels. As new engines have become cleaner and cleaner, the emissions contri bution from older vehicles has been growing to the extent that it will soon ma ke up the majority of mobile source emissions. For example, by 2014, heavy-duty trucks 14 years or older will produce 51 percent of tota l heavy-duty truck NOx emissi ons while only traveling 20 percent of total truck miles. The same holds true for all on-road vehicles combined, where vehicles over 14 year s old will produce almost 60 percent of total NOx emissions by 2014 but just 20 percent of total miles traveled.

The benefits of in-use control program s are limited by the underlying engine technology and controls. As a result, the majority of new measures in the State Strategy are “in-use” m easures – programs to help clean up or replace older, dirtier vehicles and equipment. We simply cannot wait for the natural turnover of older vehicles and equipment (1-5 per cent annual turnover depending on vehicle or equipment type) being replaced with new er, cleaner vehicles. The challenge

is that these measures have a much more direct impact on businesses and individuals in California than do new engine standards that must be met by

manufacturers. ARB’s fleet rules will affe ct owners of public and private vehicles and equipment that operate in nonattainme nt areas throughout the State.

Compliance flexibility has historically been included in ARB r egulations – allowing

the most cost-effective methods to be used by those who must meet emission requirements. And while lower-cost add-on control devices can play a role in lowering emissions from mobile fl eets, more costly engine and vehicle replacements will be needed in many cases. This will place a substantial

financial burden on owners of vehicles and equipment but is necessary in order to achieve air quality standards. Incr eased incentive funds can supplement ARB’s regulatory actions and further acce lerate air quality progress. It is important to recognize that at current funding levels, incentive funds can pay forApril 26, 2007 90 only a relatively small portion of the cost for necessary modernization of California’s diesel engine fleets.

The nature of the proposed new measures (enforceabl e rules) and California’s history of supportive financial incentives provide a sound basis for reductions from incentive programs to meet f ederal requirements for SIP approval.

Accountability for Emission Reductions

California’s SIP must outline the plan for me eting air quality standards in all of its

nonattainment areas. ARB staff’s SIP State Strategy proposal for Board approval includes an enforceable commitment to achieve the overall goals set. The details of each new measure are public ly considered during separate formal rulemaking processes. If a particular measure does not ultimately achieve the emission reductions estimated in the SIP, the State is still bound to achieve the total aggregate emission reduction commitmen t, whether this is realized through

additional reductions from other new m easures, or from al ternative control measures or incentive programs.

Summary of Proposed New SIP Measures

ON-ROAD SOURCES

Passenger Vehicles

Improvements and Enhancements to California’s Smog Check Program

Low Pressure Evaporative Test. Require low pressure evaporative system testing and repair of evaporative system leaks for all vehicles subject to Smog Check inspection.

More Stringent Cutpoints. Set more stringent pass/fail cutpoints to ensure more cars would have more comp lete and durable repairs.

Annual Inspections for Older Vehicles . Inspect older vehicles annually rather than every two years. Ol der vehicles tend to have greater

deterioration of emission controls , and consequently, higher emissions.

Annual Inspections for High Annual Mileage Vehicles. Inspect annually, rather than every two years, vehicles that accrue very high mileage on an annual basis. High mileage vehicles t end to have greater deterioration of emission controls and, consequently, higher emissions.

Add Visible Smoke Test . As part of the Smog Check test, include a check for visible smoke to identify vehi cles with excess particulate matter

emissions.April 26, 2007 91 Inspection of Light- and Medium-Duty Diesels. Include light- and medium-duty diesel vehicles in t he Smog Check program to provide for improved maintenance and reduced emissions for this part of the fleet, and require the repair of poorly mainta ined or old emission systems.

Inspection of Motorcycles. Include motorcycle inspections as part of Smog Check. Studies indicate that motorcycl es are subject to high rates of exhaust system tampering.

Expanded Passenger Vehicle Retirement. Increase the number of vehicles that are voluntarily retired by implement ing a scrappage program for vehicles that are off-cycle from their Smog Check inspections.

Modifications to Reformulated Gasoline Program. Modify California’s Reformulated Gasoline Program to offs et ROG emissions due to the increased use of ethanol. This rulemaking activity is currently underway and is intended to fully mitigate the emission increase, wh ich has been incorporated in the current emissions inventory.

Trucks

Cleaner In-Use Heavy-Duty Trucks. This proposed measure is a comprehensive in-use diesel truck emi ssions reduction program that includes a

fleet modernization rule and an excess emis sions program. Fleet modernization would focus on overcoming the typically slow rate of heavy-duty truck turnover by requiring truck owners to meet specifi ed emission levels through replacing or cleaning up the oldest trucks in their fleet s, and would also include a program for

out-of-state trucks. The excess emissi ons program would target deterioration emissions to keep ultra-clean trucks running cleaner longer.

GOODS MOVEMENT SOURCES

Ship Auxiliary Engine Cold Ironing and Other Clean Technology. Reduce emissions from ships at berth with at- dock technologies such as cold ironing (electrical power) and other clean technologies.

Cleaner Ship Main Engines and Fuel. Further reduce emissions from main engines through added retrofits such as selective catalytic reduction. Support efforts by ports and appropriate local entit ies to accelerate use of cleaner ships and rebuilt engines through other tools such as lease restrictions. Require ships

to use low sulfur diesel fuel in main engines when operating within 24 nautical

miles of shore.

Port Truck Modernization. Retrofit or replace ol der heavy-duty diesel trucks that service ports. Work wit h port authorities to prevent adding older trucks to the fleet. ARB rulemaking proc ess for this proposed measure has begun in parallel with development proposals by the Po rts of Los Angles and Long Beach.April 26, 2007 92 Accelerated Introduction of Cleaner Line-Haul Locomotives. Replace existing locomotive engines with cleaner Tier 4 engines beginning in 2012 and

conduct concurrent rebuilds of older engines to Tier 2.5 standards. This measure requires early introduction of U.S. EPA Tier 4 standards.

Clean Up Existing Commercial Harbor Craft . Require owners of existing commercial harbor craft to replace old engines (both propul sion and auxiliary) with newer cleaner engines and/or add emi ssion control technologies that clean up engine exhaust. ARB rulemaking for this proposed measure is underway.

OFF-ROAD SOURCES

Construction and Other Equipment

Cleaner In-Use Off-Road Equipment. Establish fleet average emission limits for off-road equipment (over 25 horsepowe r) that would require older, dirtier engines to be replaced with engines reflecti ng current technologies or retrofitted

with emission control devices. ARB rule making for this proposed measure is in

process.

Agricultural Equipment

Agricultural Equipmen t Fleet Modernization. Accelerate the modernization of the fleet of agricultural equipment used in California, removing older, dirtier equipment from service to be replac ed with engines reflecting cleaner technologies.

Evaporative and Exhaust Strategies

New Emission Standards for Recreational Boats. Adopt catalyst-based standards (5 g/kW-hr) for new outboard and personal water craft (jet ski) engines and evaporative emission standards to addre ss all sources of recreational boat evaporative emissions.

Off-Road Recreational Vehicle Expanded Emission Standards. Adopt exhaust and evaporative emission standards to reduce the amount of ROG from off-highway motorcycles and all-terrain vehicles.

Additional Evaporative Standards Portable Outboard Marine Tank Evaporative Standards. Set evaporative standards for removable fuel tanks used

on outboard recreational boats. Refueling Gasoline Tank Evaporative

Standards. Set evaporative standards for ref ueling gasoline tanks typically mounted on pickups and large recreati onal vehicles and used to refuel equipment and other smaller vehicles. Gas Station Refueli ng Hose Evaporative

Standards. Set evaporative standards for gas station pump hoses.April 26, 2007 93 Enhanced Vapor Recovery for Above Ground Storage Tanks . Implement an enhanced vapor recovery certification process and new performance standards and specifications for large fuel tanks us ed extensively in agricultural operations.

AREAWIDE SOURCES

Consumer Products

Tighten Standards. Tighten standards or require product reformulation for consumer products categories thr ough several rulemakings through 2012.

Pesticides

New Pesticide Strategies. The California Department of Pesticide Regulation will reduce emissions from commercial and agr icultural pesticide use in California through reformulation, reduced usage, and innovative technologies and practices.April 26, 2007 94 Improvements and Enhancements to California’s Smog Check Program

California’s passenger vehicle emissions standards have been extremely effective -- a new 2005 car was 97 perc ent cleaner than a new 1980 car. In order to reduce the emissions necessary to reach air quality goals, however, the focus must shift to keeping vehicles cl ean over their lifetim es. The Smog Check program is the cor nerstone of this effort, keeping over 400 tons of smog-forming emissions from entering the air each day.

The State Strategy envisions an even stronger Smog Check program, adding

tests that will reduce excess emissions and including vehicle types that are now exempt to better ensure that all passenger vehicles in California keep running clean. Staff has estimated that adding the following tests to Smog Check will reduce ROG and NOx emissions from passe nger vehicles another 10 percent in 2014. This equates to reducing about 11 tons per day of ROG and 12 tons per day of NOx in the South Coast in 2014.

Low Pressure Evaporative Test Over half of smog-forming emissions fr om 1976 through 1995 cars comes from fuel evaporating from leaks in the fuel system. A functional check of the gas cap is currently included in Sm og Check, but not a check of the vehicle’s fuel tank and vapor lines, which play an import ant part in controlling evaporative

emissions. This measure would add a lo w pressure evaporative test to Smog

Check to examine for leaks in the fuel tank and vapor lines.

More Stringent Cutpoints One approach to getting more complete repairs and lower emissions is to increase the stringency of the inspection st andards (cutpoints) used to determine if the vehicle initially passes or fails. This measure woul d set more stringent cutpoints, ensuring that more cars would have more complete and durable repairs.

Annual Inspections for Older Vehicles Vehicles 15 years or older have a failure rate more than twice the average. This measure would require older vehicles to be tested annually, shortening the time they are emitting excess emissi ons prior to being repaired.

Annual Inspections for High Annual Mileage Vehicles About 3 percent of cars are driven over 25,000 miles per year. These vehicles fail Smog Check at about twice the average rate. This measure would require high-mileage vehicles to be tested annually which would shorten the time they are emitting excess emissions prior to being repaired.April 26, 2007 95 Add Visible Smoke Test. Excess soot from smoking passenger vehi cles is estimated at about one and a half tons per day statewide and is a public health concern. An inspection for excessive smoke is currently not part of the Smog Check progr am, but soon will be due to newly enacted legislation (AB 187 0, Lieber, Chapter 761 of 2006) that establishes visible smoke as a cause for Smog Check failure.

Inspection of Light- and Medium-Duty Diesels. There are over 200,000 diesel passenger ca rs and trucks operating in California.

While diesel vehicles have low ROG emi ssions, older diesels tend to emit higher levels of NOx and particulate matter than gasoline vehicles. Diesel vehicles, however, are not currently required to ta ke part in the Smog Check program. This measure would develop a Smog Ch eck inspection program for diesel passenger cars and trucks that would al low identification and repair of highemitting diesel vehicles.

Inspection of Motorcycles. There are about 400,000 motorcycles registered in California. They are currently exempt from Smog Check. While motorcycles do not have a high rate of emission control deterioration, surveys i ndicate a high level of exhaust system tampering. This measure would require some form of motorcycle Smog Check inspections to help reduce excess motorcycle emissions.April 26, 2007 96 Estimated Emission Reductions

South Coast

(tons per day) 2006 2014 2020 2023

Baseline emissions 245 138 109 98

Emission reductions:

Low Pressure Evaporative Test 4.1 3.2 2.2

More Stringent Cutpoints 0.8 0.6 0.6

Annual Inspect Older

Vehicles 3.1 2.5 2.3

Annual Inspection for High Annual Mileage

Vehicles 0.5 0.4 0.4

Inspection of Motorcycles 2.0 2.0 2.0 ROG

Total potential

reductions 10.5 8.7 7.5

Baseline emissions 243 128 88 74
More Stringent Cutpoints 2.0 1.4 1.1

Annual Inspect Older

Vehicles 7.2 4.9 4.2

Annual Inspection for High Annual Mileage

Vehicles 1.6 1.1 0.9

Inspection of Lightand Medium-Duty

Diesels 0.6 0.3 0.1

Inspection of Motorcycles 0.6 0.6 0.6 NOx

Total potential

reductions 12.0 8.3 6.9

Baseline emissions 6.2 7.8 9.0 9.4

Add Visible Smoke

Test 0.2 0.2 0.2

Inspection of Lightand Medium-Duty

Diesels 0.02 0.01 < 0.01 PM2.5

Total potential

reductions 0.2 0.2 0.2

San Joaquin ValleyApril 26, 2007 97 (tons per day) 2006 2014 2020 2023

Baseline emissions 77 48 36 34

Low Pressure Evaporative Test 0.8 0.6 0.4

More Stringent Cutpoints 0.2 0.2 0.2

Annual Inspect Older

Vehicles 0.7 0.5 0.5

Annual Inspection for High Annual Mileage

Vehicles 0.2 0.1 0.1

Inspection of Motorcycles 1.0 1.0 1.0 ROG

Total potential

reductions 2.9 2.2 1.9

Baseline emissions 68 40 28 24
More Stringent Cutpoints 0.4 0.3 0.2

Annual Inspect Older

Vehicles 1.5 1.1 0.9

Annual Inspection for High Annual Mileage

Vehicles 0.8 0.5 0.5

Inspection of Lightand Medium-Duty

Diesels 0.3 0.2 0.2

Inspection of Motorcycles 0.3 0.3 0.3 NOx

Total potential

reductions 3.3 2.4 2.1

Baseline emissions 1.4 1.8 2.1 2.4

Add Visible Smoke

Test 0.05 0.05 0.05

Inspection of Lightand Medium-Duty

Diesels < 0.01 < 0.01 < 0.01 PM2.5

Total potential

reductions 0.05 0.05 0.05

Baseline emissions reflect adjustment s not included in the SIP Emission Inventory Projections on ARB’s websit e. The adjustments include criteria pollutant benefits from the greenhouse gas limits for motor vehicles adopted in

2004 and emission reductions from the Carl Moyer Program.

Baseline emissions are for all light- and medium-duty passenger cars, SUVs and trucks, and all gasoline heavy-duty tru cks. Reductions have been estimated in the following manner:April 26, 2007 98 Low Pressure Evaporative Test —ARB staff has estimated the percent reduction in emissions from the low pressure te st using before and after repair data collected in two studies done by ARB and one U.S. EPA study. The percent reduction was estimated separately for hot soak, diurnal, and running loss evaporative emissions. The percent reductions were then applied to EMFAC baseline evaporative emissions for the light duty fleet in order to calculate evaporative emissions benef its in tons per day.

More Stringent Cutpoints —The reductions are based on more stringent initial inspection standards (cutpoints) taken fr om a study by Sierra Research using

failure rate data collected from the Califor nia, Arizona, and Wisconsin inspection programs. Sierra Research identified model year groups of vehicles for which cutpoints could be lowered and estimat ed the impact on emission rates for each group. The fractional changes in emi ssion rates were then applied to EMFAC

baseline emissions to calculate em issions benefits in tons per day.

Annual Inspections for Older Vehicles —Staff used the EMFAC emissions model

to estimate the emissions reductions of an annual inspection compared to biennial inspection. EMFAC allows t he user to choose either an annual or biennial program. Emission reductions were estimated by comparing the emissions with an annual progr am to those with a bienni al program for vehicles over 15 years old. 15 years of age wa s selected because this is the point at which vehicles start failing at twice t he fleet average yet account for less than 25 percent of Smog Check tests.

Annual Inspections for High Annual Mileage Vehicles —ARB conducted a voluntary inspection program on high mileage taxi cab fleets in the San Francisco and Los Angeles areas. Smog Check data suggest that up to 3 percent of the fleet accumulates high annual mileage. The estimated reductions from 20,000

taxicabs were ratioed to the assum ed 3 percent of t he enhanced program area fleet driven high mileage. We assumed t hat one-half of the 3 per cent of the fleet that are high annual mileage vehicles would be identified as accruing high annual mileage, tested annually, and repaired, re sulting in emission reductions.

Visible Smoke Test —Based on data from a survey done for South Coast AQMD,

Sierra Research has estimated that approximately 200,000 smoking gasoline vehicles are driven daily st atewide. Based on data from the South Coast survey

and data from Southwest Research Instit ute testing, the benefits of repairing a smoking vehicle average 0.25 gram/mile. We are assuming that half of the 200,000 smoking vehicles would fail the curr ent tailpipe test in Smog Check. We

have estimated benefits for the visible smok e test by assuming it would fail the other half (100,000) of the smoking v ehicles per biennial cycle, which equals 50,000 failures per year. Reductions st atewide are based on repairing 50,000 vehicles driving 30 miles per day with a 0.25 gram/mile total PM reduction.

Inspection of Light and Medium Duty Diesels - Benefits are based on an inspection program as stringent as t he current program for gasoline cars and trucks. We are assuming a diesel in spection program would get the sameApril 26, 2007 99 percent reduction in emissions that the current enhanced Smog Check program is achieving.

Inspection of Motorcycles —Benefits are based on assuming a motorcycle inspection program would get half of the percent reduc tion in emissions that the current enhanced Smog Check program is achieving.

Timing

Action: 2007-2008 Expected Implementation: By 2010

Staff Proposed SIP Commitment

ARB staff proposes to work with BAR to begin to implement the measure in 2010. ARB and BAR staff will initiate an effort to develop program improvements to achieve the reductions shown for the South Coast and San Joaquin Valley nonattainment areas in 2014, 2020, and 2023. The measure as implemented may provide more or less than the amount shown.April 26, 2007 100 Expanded Passenger Vehicle Retirement

The bulk of emissions from passenger vehi cles comes from older vehicles. The Smog Check program helps ol der California cars run cl eaner. To meet clean air goals, however, we need to reduce emissions from these older vehicles even

more. Owners of vehicles that fail Sm og Check inspections are currently given the option of fixing their vehicles or rece iving a monetary incent ive for voluntarily retiring them. This measure would expa nd the Smog Check vehicle retirement program to vehicles that are off-cycle from their Smog Check inspections.

It is estimated that the v ehicle retirement program c ould increase its scope from the current 18,000 vehicles per year statewide to appr oximately 50,000 per year in the South Coast and 10,000 per year in the San Joaquin Valley, which reflects retiring about half of one percent of v ehicles subject to Smog Check in each region. The annual retirem ent of these vehicles in the South Coast and San Joaquin Valley would result in combined ROG and NOx emissions benefits of 2 percent of passenger vehicle emissions in 2014.

Funding for vehicle retirement at both St ate and local program levels comes from fees on newer cars exempt from Smog Check. In creasing the scope of the program post 2010 would require additi onal State or local funding.

Estimated Emission Reductions

South Coast

(tons per day) 2006 2014 2020 2023

Baseline emissions 206 112 86 76 ROG Potential reductions 2.8 1.2 0.5

Baseline emissions 204 101 65 53 NOx Potential reductions 2.4 1.3 0.2

Baseline emissions 9.4 7.7 8.6 9.0 PM2.5 Potential reductions 0.05 0.06 0.06

San Joaquin Valley

(tons per day) 2006 2014 2020 2023

Baseline emissions 62 37 27 24 ROG Potential reductions 0.7 0.3 0.1

Baseline emissions 58 31 19 16 NOx Potential reductions 0.5 0.3 0.04

Baseline emissions 2.1 1.8 2.0 2.2 PM2.5 Potential reductions 0.01 0.01 0.01

Baseline emissions include emissions fr om light- and medium-duty passenger cars, trucks and sport utility vehicles. Ba seline emissions reflect adjustments not

included in the SIP Emissi on Inventory Projections on ARB’s website. The adjustments include emission reductions from the Carl Moyer Program andApril 26, 2007 101 criteria pollutant benefits from the greenhouse gas limits for motor vehicles adopted in 2004.

Emission reductions were estimated a ssuming a 3-year credit life and that, on average, 16-year-old vehicles will be repl aced with 8-year-old vehicles. These assumptions are based on data collected in ARB’s Voluntary Accelerated LightDuty Vehicle Retirement Program.

Timing

Action: 2008 - 2014 Expected Implementation: 2008 - 2014

Staff Proposed SIP Commitment

ARB staff proposes to work with BAR to begin implementing the measure by

2008. ARB and BAR staff will initiate an effo rt to expand the existing program to achieve the reductions shown for the South Coast and San Joaquin Valley nonattainment areas in 2014, 2020, and 2023. The measure as implemented may provide more or less than the amount shown.April 26, 2007 102 Modifications to Reformulated Gasoline Program

Gasoline fuel combustion is the majo r source of energy for passenger transportation. Since 1992, ARB has wo rked to ensure the use of cleaner burning gasoline to improve air quality th roughout the state. One of the many components of the most recent gasoli ne reformulation program, CaRFG3, was the removal of the oxygenate MTBE due to concerns with groundwater contamination. However, the substitu te oxygenate, ethanol, has resulted in greatly increased evaporat ive emissions due to f uel system permeation.

This proposed measure would make modi fications to the CaRFG3 program to

eliminate or offset all et hanol permeation effects. T he effects on ROG emissions from all gasoline-fueled on-road vehicles have been estimated to be a 3 percent increase in the South Coast and a 6 percent increase in the San Joaquin Valley. The effects are greater in the San Joaqui n Valley due to much higher overall temperatures that affect permeation.

ARB is scheduled to consider modifica tions to the CaRFG3 program in 2007.

Estimated Emission Reductions

South Coast

(tons per day) 2006 2014 2020 2023

Baseline emissions 245 138 109 97 ROG
Potential reductions 4.4 3.0 2.5

San Joaquin Valley

(tons per day) 2006 2014 2020 2023

Baseline emissions 77 48 36 34 ROG
Potential reductions 2.9 1.6 1.3

Baseline emissions are the emissions from all gasoline-fueled on-road vehicles. The estimated reductions are equal to t he incremental ROG emissions resulting from ethanol permeation which will be offset by this measure.

Timing

Action: 2007 Expected Implementation: Phase in starting 2010

Staff Proposed SIP Commitment

ARB staff proposes to commit to bring this measure to the Board by 2007. ARB staff will initiate a rule development pr ocess designed to achieve the reductions shown for the South Coast and San Joaquin Valley nonattainment areas in 2014,April 26, 2007 103 2020, and 2023. The measure as proposed by staff to the Board or adopted by the Board may provide more or less than the amount shown.April 26, 2007 104 Cleaner In-Use Heavy-Duty Trucks

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 r educe heavy duty truck emissions by 50 percent. This proposed measure w ould reduce 2014 emissions another 30 percent. The measure would accomp lish these new reductions through a program to reduce emissions from the legacy fleet involving accelerating the turnover to new truck engines and retrofi tting 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 shorterhaul work. These trucks may remain in service within a given region for another twenty years or more.

An in-use truck program would focus on overcoming the slower rate of heavyduty truck turnover to cl eaner engines and retrofitting the remaining trucks with emission control devices such as parti culate matter filters. The most comprehensive way to accomplish this w ould 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 whether they are registered out of state. The emission reduction impac t of the proposed in-use fleet program would be equivalent to r eplacing by 2014 approximately 30 percent of the oldest trucks with 2010 models year or newer trucks. The proposed measure would generate addi tional emission reductions beyond 2014, achieving

reductions needed to meet the ozone air quality standard.

ARB staff has recently begun informational workshops on a heavy-duty truck inuse fleet rule, and has started to i dentify and explore the many emissions inventory, technology, financia l, 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 disadvant age for various categories of truck owners; and the most efficient use of lim ited public incentive funds to achieve

maximum emission benefits and lessen financial burden on truck owners.April 26, 2007 105 Excess Emissions Program

An estimate of deterioration of emission controls has historically been built into ARB’s projections of future emissi ons. 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 ma ke trucks so much cleaner are not more prone to failure, tampering or malm aintenance, and that deterioration does

not reduce the benefits of t he new standards. As the 2010 new engine standards are implemented, we will evaluate t he in-use emissions and develop approaches

to reduce excess emissions from trucks.

Under an existing program, heavy-duty tru cks are inspected at random roadside locations for excessive smoke, and are inspected for tampered emission control systems. Owners of vehicl es that do not pass these inspections are issued citations that require prompt repairs and ca rry 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 th is concept has the potential to reduce NOx deterioration emissions by approximately 50 percent.

Estimated Emission Reductions

South Coast

(tons per day) 2006 2014 2020 2023

Baseline emissions 16 10 7 6 ROG Potential reductions 5.1 2.6 1.7

Baseline emissions 238 131 79 65 NOx Potential reductions 47.3 26.9 18.3

Baseline emissions 10.2 5.3 3.3 2.8 PM2.5 Potential reductions 3.0 1.5 1.0

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 heavy-duty trucks. (Note: Baseline emissi ons reflect adjustments not included in

the SIP Emission Inventor y Projections on ARB’s we bsite. The adjustmentsApril 26, 2007 106 include sleeper truck idling restricti ons, 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 pr ocess designed to achieve the reductions shown for the South Coast and San Joaquin Valley nonattainment areas in 2014, 2020, and 2023. The measure as proposed by staff to the Board or adopted by the Board may provide more or less than the amount shown.April 26, 2007 107 Ships

Auxiliary Engine Cold Ironing and Other Clean Technology Cleaner Main Engines and Fuel

Ships bring the majority of international ly traded goods to California. Due to the international nature of goods movem ent, marine vessels are subject to

international and national standards se t by the Internat ional Maritime Organization and U.S. EPA. However, ships are historically a largely unregulated sector. In 2006, ship emission s ranked as the largest contributor to SOx emissions, fifth largest contributor to NOx emissions, and seventh largest contributor to directly em itted PM2.5 in the South Coast. With the predicted growth in goods movement through Cali fornia by 2020 (especially through the Ports of Los Angeles and Long Beach), emi ssions from ships are expected to increase significantly.

In April 2006, ARB adopt ed the Emission Reduction Pl an for Ports and Goods Movement in California, which calls fo r aggressive measures for ships and other port-related sources. The proposed em ission reduction targets in these measures are the same goals set in that plan. Even before the adoption of the plan, work had begun to help meet its goal s. In December 2005, ARB approved an Auxiliary Engine Fuel Rule that will phase in cleaner low-sulfur fuel from 2007

to 2010. This rule will reduce SOx emissions from auxiliary engines by 96 percent, PM emissions by 83 percent, and NOx emissions by 6 percent beginning in 2010.

The proposed measures outlined below will continue to work toward the goals outlined in the goods movement plan to considerably reduce ship emissions. Marine fuel standards, cold ironing (port electrification), vessel speed reduction, and retrofitted diesel engines will ensur e cleaner air around ports and reduced regional emissions. These measures are split by the type of engine used on a ship. Typically, ships use auxiliary engines while they are do cked at the port or to run lights and other amenities while t hey are transiting. Main engines and boilers are used when ships are maneuveri ng within port waters or transiting throughout open waters.

Auxiliary Engine Measures

In addition to the Auxiliary Engine F uel Rule, a new proposed measure for reducing auxiliary engine emissions is at-dock modifications including cold ironing and other advanced pollution reduction systems such as the “hood”. Cold ironing allows ships to turn off their auxiliary engines and instead plug into an electrical system for power when they are docked at the port. This is extremely beneficial to surrounding communities as it reduces exposure to multiple pollutants. The “hood” is a device that fits onto a ship ’s exhaust stack and cleans the emissions. This measure would phas e in the number of ships that will be capable of using cold ironing and tec hnologies such as the “hood”. A combination of cold ironing and other at-dock technologies would reduce SOxApril 26, 2007 108 emissions by 54 percent in 2014 and 72 percent in 2023 and both NOx and PM emissions by 65 percent in 2014 and 82 percent in 2023.

Main Engine and Boilers

A Main Engine Fuel Rule, patterned after the Auxiliary Engine Fuel Rule, would help reduce emissions by introducing a cle aner, low-sulfur fuel beginning no later than 2010. This proposed rule would apply to ships using their main engine while maneuvering and tr ansiting near the Californi a coast and would reduce SOx emissions by 96 percent, PM emi ssions by 83 percent, and NOx emissions by 6 percent no later than 2010.

A highly effective measure to reduce main engine emissions would be to increase the use of cleaner new engines or retrofitted engines. The measure could be implemented via r egulation, incentives, vo luntary agreements, or a combination of these approache s. By 2014, ships visiting California ports would have either new engines or a mix of retrofit technology (e.g., technology similar to a catalytic converter on a passenger car) that would achieve an overall reduction of NOx and PM of 30 perc ent. In 2023, ships visi ting California would be equipped with an even cleaner technology mix, resulting in a 70 percent reduction of NOx, 50 percent reduction of PM, and 40 percent reduction of SOx.

Vessel Speed Reduction (VSR) is an additio nal measure that would reduce main engine ship emissions. Presently, ships entering the Ports of Los Angeles and Long Beach have voluntarily agreed to r educe their speed to 12 knots within 24 nautical miles of the ports. It is es timated that there is a 48 percent compliance rate associated with this vol untary measure. In order to further reduce main engine emissions, ARB would require ships to reduce their speeds

to 12 knots within 40 nautical miles of the Ports of Los Angeles and Long Beach. The efficacy of the VSR progr am in reducing emissions changes over time as the vessel speeds are a function of the vessel ty pe. It is estimated that ships will get larger and, therefore, their speeds will change. VSR is 30-35 percent effective in reducing SOx emissions, 40-50 percent e ffective in reducing PM2.5 emissions, and 35-50 percent effective in reduc ing NOx emissions over time.

Estimated Emission Reductions (tons per day ship emissions 0-100 naut ical miles from t he California coast)April 26, 2007 109 South Coast (Auxiliary Engines)*

(tons per day) 2006 2014 2020 2023

Baseline emissions 17.2 1.1 1.5 1.8 SOx Potential reductions 0.0 0.4 0.7 0.7

Baseline emissions 26.6 37.2 48.7 56.3 NOx Potential reductions 0.0 18.5 28.3 30.8

Baseline emissions 2.2 0.6 0.8 0.9 PM2.5 Potential reductions 0.0 0.3 0.4 0.5

* ARB 2005 Auxiliary Engine Fuel Rule emission re ductions are accounted for in the baseline.

South Coast (Main Engines and Boilers)

(tons per day) 2006 2014 2020 2023

Baseline emissions 14.7 20.7 26.3 29.7 SOx Potential reductions 0.0 19.7 25.4 28.8

Baseline emissions 24.4 33.4 41.4 46.3 NOx Potential reductions 0.0 20.0 32.3 39.9

Baseline emissions 1.8 2.6 3.3 3.7 PM2.5 Potential reductions 0.0 2.4 3.1 3.6

Since the control measures apply to the same source, the control percentages were applied sequentially to calculate total reductions.

Timing

Main Engine Fuel ATCM

Action: 2007 Expected Implementation: 2007-2010.

Cold Ironing

Action: 2007-2008 Expected Implementation: Starting in 2010 – 10 percent by 2010, 60 percent by 2014, and 80 percent by 2020.

Cleaner Engines (New and Retrofits)

Action: 2009 Expected Implementation: Phase-in starting in 2010.

Vessel Speed Reduction

Action: 2007 Expected Implementation: 2008. Staff Proposed SIP Commitment

ARB staff proposes to commit to bring this measure to the Board beginning 2007.

ARB staff will initiate a rule devel opment process designed to achieve theApril 26, 2007 110 reductions shown for the South Coast and San Joaquin Valley nonattainment areas in 2014, 2020, and 2023. The measur e as proposed by staff to the Board or adopted by the Board may provide mo re or less than the amount shown.April 26, 2007 111 Port Truck Modernization

Trucks serving California ports are a vita l part of the goods movement system. Trucks transfer incoming cargo contai ners from the ports to intermodal

distribution centers for tr ansport via long-haul rail or truck to their ultimate destination in California or throughout t he U.S. Trucks also carry agricultural products from the Central Valley and ot her farming regions, and exports, to the ports for shipment overseas. Port-related truck activity is growing. The number of containers carried by truck to and from the Ports of Los Angeles and Long Beach, for example, is expected to grow by a factor of 2.5 within twenty years. Because trucks in port service tend to be older and dirtier than the truck fleet as a whole, it is im portant that the im pact of these vehicles be mitigated more quickly to address community health issues and to meet air quality goals.

This proposed measure woul d reduce NOx and diesel PM 2.5 emissions from the existing port truck fleet, as well as additional trucks entering port service. The basis for this strategy closely follows the goals outlined in the Emission

Reduction Plan for Ports and Goods Move ment in California (April 2006). Rulemaking is currently in progress for the port truck modernization rule, which would take place in two phases. The Ports of Los Angeles and Long Beach are also developing approaches to reduce port truck emissions on a parallel track. A mix of regulatory and other actions may be used to achieve the emission reduction target.

With the current ARB concept, trucks in r egular port service that are model year 1993 and older would be replaced with 1998 and newer trucks by 2011. In addition, all trucks in regular port service would be retrofitted with verified devices that reduce diesel PM by 85 percent or more. Retrofits that also provide NOx reductions would be used to the greates t extent feasible. The second phase would require pre-2003 tru cks in regular port servic e to meet or exceed 2010 federal engine standards by the end of 2017, and pre-2007 trucks in regular port

service to meet or exceed 2010 federal engine standards by the end of 2019. Additionally, the proposal would require trucks entering port service for the first

time between 2008 and 2011 to meet or exceed 2003 federal engine standards and be equipped with diesel particulate f ilters. Trucks entering port service

between 2012 and 2014 would need to m eet or exceed 2007 federal engine standards, and trucks entering port service in 2015 and later would need to meet

or exceed 2010 federal engine standards.

This proposed measure would reduce port truck NOx emissions in the South Coast Air Basin by about 10 perc ent in 2014 and 50 percent in 2023. Also, diesel PM emissions from port tr ucks in the South Coast Air Basin would be reduced by more than 50 per cent in 2014.

The reductions from this measure would complement the reductions achieved by the proposed cleaner in-use hea vy-duty truck measure. The regulation currently being developed for port trucks would app ly only to those heavy heavy-duty trucks in primary port service. The priv ate fleet rule currently under developmentApril 26, 2007 112 would provide the reductions cited for the in-use heavy-duty truck measure by including trucks not in port service as well as trucks in the medium heavy-duty category.

Estimated Emission Reductions

South Coast

(tons per day) 2006 2014 2020 2023

Baseline emissions 22 18 15 15 NOx Potential reductions 2 8 7

Baseline emissions 1.0 0.8 0.6 0.6 PM2.5 Potential reductions 0.5 0.3 0.3

Baseline emissions are fo r port trucks, based on inventories developed for the

Emission Reduction Plan for Ports and Goods Movement. Emission reduction estimates are based on the assumption that port trucks are older, on average, than the fleet as a whole (age dist ribution was based on a 2002 study by Starcrest International). The number of tr ucks in regular port service is projected to grow from approximately 12,000 in 2005 to 15,000 in 2010, 18,000 in 2015 and 21,000 in 2020. Staff a ssumed that port trucks make trips of lower average speed (35 mph), owing to short hauls to distribution centers and congested conditions near the ports.

Port truck emissions are small for the S an Joaquin Valley so reductions for this measure are not significant. Goods move ment-related emissions from trucks in the San Joaquin Valley are generated prim arily by line-haul trucks and not port

trucks. Line-haul truck emissions ar e significantly reduced in the proposed cleaner in-use heavy-duty truck measure.

Timing

Action: 2007-2008 Expected Implementation: 2008-2020

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 pr ocess designed to achieve the reductions shown for the South Coast nonattainment area in 2014, 2020, and 2023. The measure as proposed by staf f to the Board or adopted by the Board may provide

more or less than the amount shown.April 26, 2007 113 Accelerated Introduction of Cleaner Line-Haul Locomotives

Line-haul locomotives used to pull rail cars long distances account for about 95 percent of total train emissions. U. S. EPA proposed new Tier 4 standards to reduce NOx and PM emissions by 90 perc ent. These emission standards would build on existing federal requirements for using low sulfur diesel fuel. They include new engine standards and rebuild standards, and require aftertreatment technology. Since the useful life of a locomotive can exceed 30 years, the accelerated use of Tier 4 or equivalent technology is necessary to provide diesel

PM and NOx reductions needed to meet attainment deadl ines. ARB is pushing

U.S. EPA to accelerate introduction of Ti er 4 standards on an ear lier timeframe, beginning in 2012.

The proposed measure calls for replacing ex isting locomotive engines with Tier 4 engines beginning in 2012 and conducting co ncurrent rebuilds of older engines

to Tier 2.5 standards. This can only occur once U.S. EPA accelerates implementation of the Tier 4 engine standards for locomoti ves. It is estimated that by 2023, this measure would reduce NOx by 70 percent and direct PM2.5 by about 75 percent.

Estimated Emission Reductions

South Coast

(tons per day) 2006 2014 2020 2023

Baseline emissions 2.3 2.3 2.4 2.5 ROG Potential reductions 0.7 1.8 1.9

Baseline emissions 26.7 18.3 21.0 22.6 NOx Potential reductions 4.3 13.4 15.6

Baseline emissions 0.78 0.71 0.75 0.77 PM Potential reductions 0.20 0.56 0.59

San Joaquin Valley

(tons per day) 2006 2014 2020 2023

Baseline emissions 1.6 1.5 1.6 1.6 ROG Potential reductions 0.5 1.2 1.3

Baseline emissions 21.5 19.9 20.6 21.1 NOx Potential reductions 7.2 15.6 16.4

Baseline emissions 0.58 0.53 0.53 0.54 PM Potential reductions 0.18 0.42 0.46

Baseline emissions represent line- haul and switcher locomotives.

Emission reduction estimates are based on, beginning in 2012, 10 percent of the existing engines being replaced by Tier 4 engines and 5 percent upgraded to Tier 2.5 standards until 100 per cent of the statewi de fleet has been upgraded.April 26, 2007 114 Timing

Action: U.S. EPA adopts Tier 4 standar ds in 2007. Voluntary agreement to accelerate implementation – 2008.

Expected Implementation: Introduction of 10 percent Tier 4 and upgrades to Tier 2.5 at 5 percent are expected to begin 2012.

Staff Proposed SIP Commitment

ARB staff will continue to encourage U.S. EPA to accelerate implementation of the Tier 4 engine standards. Once the new standards are in place, ARB staff

commits to work with the railroads to bring the cleanest locomotives in to

California service.April 26, 2007 115 Clean Up Existing Commercial Harbor Craft

Commercial harbor craft are marine vessels that operate primarily along

California’s coastline and inland waterwa ys. They include tugboats, work boats, crew/supply boats, ferries, excursion boats, commercial and sport fishing boats, and other harbor vessels. The diesel pr opulsion and auxiliary engines used on these vessels were built for long life and hav e essentially uncontrolled emissions.

U.S. EPA adopted harbor craf t engine standards that apply to new engines beginning in 2004. The engines meeti ng the new U.S. EPA standards have roughly 50 percent less NOx t han uncontrolled engines. Since the useful life of harbor craft vessels is so long, t he benefits of new engine standards accrue slowly over time. However, to accele rate emission reductions, many of these vessels can be repowered with newer, cleaner engines.

There are also emission control technologies , called “add-on” controls or retrofits, that can reduce both NOx and diesel parti culate matter. Retrofit control technologies have been shown to dramatical ly reduce emissions when used with heavy-duty diesel engines in land- based operations and can be adapted to marine applications.

ARB is in the process of developing a r egulation that would require owners of existing commercial harbor craft to replace old engines with newer cleaner engines and/or to add retrofit emission c ontrol technologies. It would address both propulsion and auxiliary engines. The regulation would take into account the fact that harbor craft vessel types are diverse and may require various combinations of emission reducing strategies and that some vessel configurations may not accommodate retrofit s. Fishing boats in particular will be difficult to retrofit and may face diffi cult unique economic constraints.

The proposed regulation is one of the measures in AR B’s Goods Movement Plan and is scheduled for adoption in 2007. ARB staff estimates that the harborcraft regulations will reduce NOx and PM em issions 30 percent by 2014, and 40 percent by 2020,based on the capabilities of existing control technologies.April 26, 2007 116 Estimated Emission Reductions

South Coast

(tons per day) 2006 2014 2020 2023

Baseline emissions 23.1 15.7 12.7 12.7 NOx Potential reductions 4.6 5.1 5.9

Baseline emissions 1.1 0.7 0.6 0.6

PM2.5 Potential reductions 0.2 0.2 0.3

The baseline harbor craft inventory is tak en from the Emission Reduction Plan for Ports and Goods Movement, April 2006. Direct PM2.5 numbers reflect diesel

PM. Emission reduction estimates assume the regulation will reduce emissions 30 percent by 2014, and 40 percent by 2020. (Emission reductions were estimated for the San Joaquin Valle y but found to be insignificant.)

Timing

Action: 2007 Expected Implementation: 2009-2018

Staff Proposed SIP Commitment

ARB staff proposes to commit to bring this measure to the Board by 2007. ARB staff will initiate a rule development pr ocess designed to achieve the reductions shown for the South Coast nonattainment area in 2014, 2020, and 2023. The measure as proposed by staf f to the Board or adopted by the Board may provide

more or less than the amount shown.April 26, 2007 117 Cleaner In-Use Off-Road Equipment

Adopted emission standards for new off-ro ad diesel engines are becoming increasingly more stringent, ensuring that new construction, mining, industrial, oil drilling and airport ground support equipment become pr ogressively cleaner.

The cleanest standards for NOx emissions in these categories will phase in from 2013-2015. However, large diesel o ff-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 th at the emission reductions and associated

health benefits from these cl eaner 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 would require 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: sw apping older, dirtier engines with newer, cleaner engines; purchasing newer equi pment (with cleaner engines); and, adding emission control devices to older eng ines. It also allows fleet owners to maintain a fleet with some engines wh ich are cleaner than the fleet average and others which are dirtier, so that, on average, the fleet meets the target. ARB staff is also proposing idling limits similar to those the Board has adopted for heavy duty trucks.

ARB staff has proposed a statewide in-u se off-road diesel equipment regulation which could require initial NOx and PM emissions averages to be met, with increasingly lower emissions averages over time. Staff began work on the rule in 2004 as part of the Diesel Risk Reduction Progr am. During early SIP development work in 2006, staff identifi ed the necessity for large NOx emission reductions from off-road equipment and otherdiesel sources to meet the healthbased federal air quality standards. C onsequently, 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 approx imately 10 percent in 2014 and by about 30 percent in 2023.April 26, 2007 118 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 proposed In-Use Off-Road Diese l Vehicle rule currently under development. Because the proposed rule is under development, the estimated reductions are subject to change.

The rule proposal applies declining fleet averages for large fleets beginning in 2010. For NOx, the fleet averages fo r 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 em ission 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 equipm ent owners to decide. However, if a

fleet cannot meet the NOx av erages, it must turnover 8 percent of its total horsepower per year to cleaner engines (mi nimum 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.

Timing

Action: 2007 Expected Implementation: Phase-in starting 2008April 26, 2007 119 Staff Proposed SIP Commitment

ARB staff proposes to commit to bring this measure to the Board by 2007. ARB staff will initiate a rule development pr ocess designed to achieve the reductions shown for the South Coast and San Joaquin Valley nonattainment areas in 2014, 2020, and 2023. The measure as proposed by staff to the Board or adopted by the Board may provide more or less than the amount shown.April 26, 2007 120 Cleaner In-Use Agricultural Equipment

New engines used in agricultural operati ons must meet the same standards as other off-road engines, ensuring that new equipment become progressively cleaner. Just as in other off-road applicat ions, diesel agricultural equipment can remain in use for long periods of time. This long life means that new, lower emitting engines are introduced into fleets rela tively 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 agricultu ral economy. Natural turnover of the agricultural fleet will reduce emission sign ificantly by the Valley’s expected 2024 ozone attainment deadline. Modeling for the Valley’s PM2.5 SI P due in 2008 will

show what accelerated fleet mode rnization may be needed. Once that information is available, ARB staff will quantify reductions from this measure. ARB staff is also supporting efforts to obtain additional incentive funding to accelerate progress.

San Joaquin Valley

(tons per day ) 2006 2014 2020 2023

Baseline Emissions 13 7 4 3 ROG Potential Reductions NYQ NYQ NYQ

Baseline Emissions 62 38 23 18 NOx Potential Reductions NYQ NYQ NYQ

Baseline Emissions 3.5 2.0 1.1 0.7 PM2.5 Potential Reductions NYQ NYQ NYQ

Timing

Action: 2009-2010 Expected Implementation: To Be Determined

Staff Proposed SIP Commitment

ARB staff proposes to commit to bring this measure to the Board by 2010. ARB staff will initiate a rule development process designed to achieve emission reductions for the San Joaquin Valley nonattainment area in 2014, 2020, and

2023. The estimated emission reduc tions have yet to be quantified.April 26, 2007 121 New Emission Standards for Recreational Boats

Recreational boat engines are broadly di vided into two categories: outboard boats/personal water craft (PWC) and i nboard/sterndrive. Outboard and PWC motors until recently were predominantly 2-stroke engines. Inboard/sterndrive engines are typically automotive spar k-ignition engines adapted for boats that must now comply with a 5.0 g/kW-h r exhaust standard by 2009, which can be achieved with three-way catalytic converters and oxygen sensor feedback controls. Although ARB previously adopted exhaust emission standards for outboard/PWC engines, lower exhaust standards to further reduce emissions are possible by adapting the emission contro l technology used for inboard/sterndrive engines. This measure calls for the im plementation of a tighter, catalyst-based exhaust standard of 5.0 g/kW-hr for out board/PWC engines to be phased-in by 2013. Only 4-stroke engines are expected to be able to comply with this tighter

standard.

Evaporative emissions represent about one fourth of the total ROG emissions from recreational boat engine s. There are no state or federal evaporative emission standards for any type of recreatio nal boats. This measure calls for an evaporative emission standard that will address all sources of boat evaporative emissions (tank, carbon canisters, fuel lines, etc.). The technology needed to achieve evaporative standards for boats is readily adaptable fr om that used in automobiles and small off-road equipment.

Estimated Emission Reductions

South Coast

(tons per day ) 2006 2014 2020 2023

Baseline Emissions 64.1 52.8 50.3 50.8 ROG
Potential Reductions 0.0 4.2 12.8 17.6

Baseline Emissions 16.1 17.1 18.0 18.3 NOx
Potential Reductions 0.0 0.4 1.6 2.4

San Joaquin Valley

(tons per day ) 2006 2014 2020 2023

Baseline Emissions 20.1 17.1 16.6 16.8 ROG Potential Reductions 0.0 1.3 3.8 5.3

Baseline Emissions 5.3 5.6 5.7 5.8 NOx Potential Reductions 0.0 0.1 0.4 0.6

The baseline estimates are comprised of summer average exhaust and evaporative emissions for all ty pes of recreational boats.

Exhaust emission reduction estimates for outboard and PWC are based on the percent reduction estimates from ARB’ s 2001 regulation fo r inboard/sterndriveApril 26, 2007 122 engines, which reduced the exhaust standards by the same increment (from 16 to 5 g/kW-hr).

Evaporative emission reductions are based on an estimated 70 percent control of evaporative emissions for all recreational boats of model year 2012 and newer. The 70 percent control is a composite that accounts for the cumulative reductions

from all sources of boat evaporative emissions (tank, ca rbon canisters, fuel lines, etc.).

Timing

Action: Exhaust standard by 2010; evaporative standard by 2009. Expected Implementation: Exhaust st andard by 2013; evaporative standard by

2012.

Staff Proposed SIP Commitment

ARB staff proposes to commit to bring this measure to the Board by 2010. ARB staff will initiate a rule development pr ocess designed to achieve the reductions shown for the South Coast and San Joaquin Valley nonattainment areas in 2014, 2020, and 2023. The measure as proposed by staff to the Board or adopted by the Board may provide more or less than the amount shown.April 26, 2007 123 Off-Road Recreational Vehicl e Expanded Emission Standards

Exhaust Standards

Exhaust emissions from off-road recreational vehicles are controlled to a much lesser extent than on-road motorcycles or on-road cars and trucks with the result that this category of vehicles is showin g an increase in emissions into the future.

In 1994, ARB approved exhaust emissi on standards and test procedures for off-road recreational vehicles, including off-highway motorcycles and all terrain vehicles (ATVs). In 1998, ARB revised the rules to allow non-compliant vehicles to be sold and operated outside the summer season or in locations where ozone

levels are lower.

Off-road recreational vehicles lag in emission reductions for a number of reasons including technical limitations, cost, and ta mpering. Another c oncern is that the California market is not large enough for off-road recreational vehicle manufacturers to produce vehicles t hat would comply with more stringent

California exhaust standards. This c ould lead to compliance problems if consumers either purchase off-road recreat ional vehicles out-of-state or falsely certify that the vehicles they purchase are intended for use in competition. The most effective strategy would be for U.S. EPA to establish tighter exhaust

standards for all off-road recreational vehi cles, thereby precluding the potential for California consumers to purchase and operate non-complying (and higher emitting) vehicles.

This measure calls for reducing exhaust emissions by 50 percent from new offhighway motorcycles and ATVs beginni ng in 2012 using proven automotive and on-road motorcycle exhaust emission reducti on technologies. Due to the high fleet turnover and overall growth of t he fleet, ARB staff es timates that the

measure would reduce ROG exhaust emi ssions from off-road recreational vehicles 25 percent by 2014 and 50 percent by 2023.

Evaporative Standards

In 2002, U.S. EPA approved a rule that r equired all off-road recreational vehicles to comply with evaporative standards beginning with 2008 vehicles. However, the standards only control permeation from the fuel tank and hoses. In July 2006, ARB approved evaporative emissi on standards that harmonized with existing U.S. EPA regulations.

This measure would reduce ROG evaporat ive emissions by 50 percent from off-highway motorcycles and ATVs begi nning in 2012 using proven automotive and on-road motorcycle evaporative emission reduction technologies. Due to the high fleet turnover and overall growth of the fleet, ARB staff estimates that the measure would reduce ROG evaporative emissions from off-road recreational vehicles 25 percent by 2014 and 50 percent by 2023.April 26, 2007 124 Estimated Emission Reductions

South Coast

(tons per day ) 2006 2014 2020 2023

Baseline emissions 8 9 11 13 ROG Potential reductions 2.4 5.1 6.4

San Joaquin Valley

(tons per day ) 2006 2014 2020 2023

Baseline emissions 7 9 11 12 ROG Potential reductions 2.2 4.9 6.1

Baseline ROG emissions (exhaust + evaporative) are for all off-road motorcycle and ATVs in each region. Emission reducti on estimates are from ARB’s off-road motor vehicle emissions model programmed to calculate the potential impact of reducing new engine exhaust and evapor ative emissions by 50 percent beginning in 2012.

Timing

Action: By 2010 Expected Implementation: 2012-2015

Staff Proposed SIP Commitment

ARB staff proposes to commit to bring this measure to the Board by 2010. ARB staff will initiate a rule development pr ocess designed to achieve the reductions shown for the South Coast and San Joaquin Valley nonattainment areas in 2014, 2020, and 2023. The measure as proposed by staff to the Board or adopted by the Board may provide more or less than the amount shown.April 26, 2007 125 Additional Evaporati ve Emission Standards

Portable Outboard Marine Tank Evaporative Standards

Portable outboard marine tanks (OMT) ar e small-capacity tanks (usually less than 12 gallons) that supply fuel to marine outboard engines. Unlike larger vessels with permanently mounted fuel t anks, many small and medium size

outboard boats use removable tanks to allow both the engine and fuel tank to be removed for transport or storage. OM Ts are not subject to any emission standards and as a result have relatively high evaporative emissions. DMV and

other data indicate that there were approximately 200,000 registered outboard

vessel owners in California in 2005. If we assume one tank per outboard, the statewide inventory would be 200,000 OMTs with statewide emissions of approximately six tons per day. Baseline emissions fo r future years and regions

of the state were scaled from this estima te on the basis of emission inventories of evaporative emissions from outboard boat engines sma ller than 15 horsepower.

Diurnal and permeation standards fo r OMTs and associated equipment are expected to have the same emission reduc tion efficiencies as controls required by ARB’s 2005 regulation for portabl e fuel containers, and would reduce emissions by 50 percent in 2014 and 75 per cent in 2023. This measure would be applied to new tanks, resulting in a phas e-in over the useful lives of existing

tanks.

Refueling Gasoline Tank Evaporative Standards

Refueling gasoline tanks (from 30 to 100 gallons) are usually mounted on a

vehicle and used to refuel other motor v ehicles. Some examples include tanks on recreational vehicles, like toy haulers, for fueling off-highway recreational vehicles or tanks on pickup trucks for f ueling off-road or agricultural equipment. There are an estimated 150,000 refueling tanks in California

ARB staff are currently conducting surve ys to determine accurate populations as well as testing to calculate more accurate emissions. Rough preliminary statewide estimates of evaporative emissi ons from refueling gasoline tanks are approximately six tons per day. Future year and regional bas eline estimates are

scaled from this statewide estimate on the basis of recreational offroad vehicle evaporative emissions.

Setting evaporative standards for refue ling tanks would reduce ROG emissions by 60-70 percent, depending on which technology is utilized. Control technologies being considered include passive purge carbon canisters and insulation. These technologies would be applied to new tanks and would be phased-in over the useful liv es of existing tanks.April 26, 2007 126 Gas Station Refueling Ho se Evaporative Standards

Gas station refueling hoses are co-axial hoses that transfer f uel from the filling station pump to a vehicle’s fuel tank and return displaced gasoline vapors from

the vehicle fuel tank to the gasoline storage tank. Evaporative emissions occur through the hose material. There are an estimated 120,000 gas station refueling

hoses statewide with estimated emi ssions of three tons per day.

Setting evaporative standards for gas stat ion refueling hoses would reduce ROG emissions by 70-98 percent, depending on which technology is utilized. These estimates are based on previous standards for low permeation vehicle fuel hose and initial ARB and industry testing results.

Estimated Emission Reductions

Emission inventories are being reasse ssed for these evaporative source categories. For SIP purposes, emissi on reductions are not quantified for these measures so no benefits are included in the proposed SIP.

The measures are described here for info rmational purposes only. Reductions

from these measures will be accounted for in future SIP updates. For information purposes only, reductions from the three measures combined are expected to be about 3 tons per day in the South Coast in 2020.April 26, 2007 127 Enhanced Vapor Recovery for Above Ground Storage Tanks

Above ground storage tanks ar e large gasoline storage tanks used extensively in agricultural operations. Typical tanks have capacities ranging from 250 to 12,000 gallons. Above ground storage tanks are becoming increasingly popular due to their superior leak detection capabilities. Because these tanks are exposed to ambient air temperatures , emissions are greater than from underground tanks. Annual statewide ROG emissions from all tanks in 2004 totaled 3.1 tons per day. Emission reductions are possible and feasible with an enhanced vapor recovery certification process and new performance standards and specifications.

This proposed measure calls for reduci ng emissions by 90 percent from new above ground storage tanks, by 76 perc ent from retrofitting existing nonagricultural tanks, and by 60 percent from retrofitting existing agricultural tanks. This measure would be implemented begi nning in 2007, and by 2011 would

reduce statewide ROG emissions from tank s by two tons per day. The estimated

control efficiencies are based on field testing of proposed controls. The retrofitting of existing tanks woul d be phased in between 2007 and 2011 with 25 percent of tanks being converted each y ear. ARB staff is currently analyzing what the emission reductions would be for each region.

Estimated Emission Reductions

Statewide

(tons per day ) 2006 2014 2020 2023

Baseline emissions 3.2 3.5 3.8 3.9 ROG Potential reductions -- 2.3 2.4 2.5

The statewide emissions for abov e ground storage tanks have not been apportioned by region, and ther efore are not included in the baseline inventory.

Since the emissions are not in the invent ory, the potential r eductions listed here

are not included as an emission reduc tion commitment in the proposed State Strategy.

Timing

Action: 2007 Implementation: Phase-in starting 2008

Staff Proposed SIP Commitment

ARB staff proposes to commit to bring this measure to the Board by 2007. ARB staff will initiate a rule development pr ocess designed to achieve the reductions shown for the South Coast and San Joaquin Valley nonattainment areas in 2014,April 26, 2007 128 2020, and 2023. The measure as proposed by staff to the Board or adopted by the Board may provide more or less than the amount shown.April 26, 2007 129 Consumer Products Program

Chemically formulated consumer products such as automotive care products, household care products, and personal ca re products have been regulated as a

source of ROG emissions in five rulema kings since 1989. As a result of these measures, statewide emissions from c onsumer products in 2010 will be reduced 40 percent from uncontrolled levels. Desp ite this progress, population growth in the years ahead is expected to reverse the downward trend of emissions from consumer products as early as 2008, after the latest standards become effective. The magnitude of emissions from this sector indicates that additional controls for this sector remain important, even though the average photochemical reactivity

of the ROG emissions from the consumer product se ctor is approximately onethird that of motor vehicle exhaust. Consumer products are expected to become the largest source of ROG emissions in the South Coast Air Basin, and the third largest source in the San Joaquin Valley Air Basin by 2020

.

This proposed measure would conti nue ARB’s commitment to reduce ROG emissions from consumer products. The current program uses industry surveys to gather information about sales trends and product formulations. Staff uses survey data along with trade journals, pat ents, and other technical information to propose mass-based ROG limits. Staff will continue to investigate any and all opportunities for emission reductions from mass-based limits by taking advantage of emerging low-em itting technologies. Howe ver, the ability to achieve significant reduction from mass- based standards is wani ng, so staff will likely be shifting the focus to other potent ial emission reduction opportunities.

One such measure would include investi gating emission reduction opportunities through reactivity-based standards in most categories. A reactivity-based approach relies on the scientific principle t hat different chemical compounds form

different amounts of ozone in the atmosphere, ra ther than the mass-based approach that reduces ozone formation by reducing all reactive organic gases.

In the future, it is likely that further emission reductions from the consumer products source category will not be feasib le using conventional approaches. Staff will work with stakeholders to explor e alternative market-based mechanisms that would encourage the development, di stribution, and purchase of cleaner, very low, or zero emitting products. Ex amples of mechanisms to explore are a multi-media labeling program, program s where companies set their own emissions reduction goals, and the use of the media for public education. If these mechanisms cannot produce meaning ful emission reductions from the consumer products source category, t hen other approaches would be evaluated. Examples of alternative approaches ar e the purchase of ROG credits and the funding of special projects to reduce emissions or acce lerate reductions from pollution sources outside of the consumer products industry.

The above approaches could be implement ed through several rulemakings and would achieve approximately 30-40 tons per day ROG reductions statewide, equivalent to 13-17 tons per day in the South Coast, in the 2008 to 2014

timeframe. The 2006 measure was adopted by the ARB Board inApril 26, 2007 130 November 2006 with phase-in impl ementation from 2008 to 2010.

Estimated Emission Reductions

South Coast

(tons per day ) 2006 2014 2020 2023

Baseline emissions 103 103 107 110 ROG Potential reductions -- 12.9 13.5 13.7

San Joaquin Valley

(tons per day ) 2006 2014 2020 2023

Baseline emissions 24 26 28 30 ROG Potential reductions -- 3.2 3.6 3.8

Timing

Consumer Products Regulations

Action: 2007-2008 Expected Implementation: By 2010

Action: Between 2010 and 2012 Expected Implementation: By 2012-2014

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 pr ocess designed to achieve the reductions shown for the South Coast and San Joaquin Valley nonattainment areas in 2014, 2020, and 2023. The measure as proposed by staff to the Board or adopted by the Board may provide more or less than the amount shown.April 26, 2007 131 Department of Pesticide Regulation’s Proposed SIP Commitment

The Department of Pesticide Regulati on’s (DPR) proposed 2008 Pesticide Plan includes strategies to reduce ROG emi ssion from pesticides through regulation of fumigant pesticide use, regulatory standards for registration of liquid pesticides, and strategic partnership agreements im plementing pest management practices and technologies that use le ss pesticide product. This DPR Plan goes beyond reducing ozone precursor emissions by also addressing air toxic exposures associated with pesticide use. This pr oposed SIP commitment reflects only nearterm actions. Future DP R actions will be included in SIP updates after DPR takes regulatory action.

Near-term Measures - Fumigant Regulations

DPR would implement regulations in 2008 that set a limit on the aggregate ROGs that may be emitted from field fumigati on during the ozone season in the certain areas. In addition, the 2008 regulations would specify the allowable application methods that may be used in field fumigat ion statewide. Certain high-emission application methods would be excluded fr om that list. In 2008, emission reductions of 2.5 tons per day (tpd) woul d be achieved in the San Joaquin Valley.

The commitment for near-term emission reductions from the 2008 regulations would implement the commi tment for pesticide emission reductions detailed in the 1994 SIP in the San Joaquin Valley.

Estimated Emission Reductions

San Joaquin Valley

(tons per day ) 2006 2008 2014 2020 2023

Baseline emissions 17.9 17.9 17.9 17.9 17.9 ROG Potential reductions -- 2.5 2.5 2.5 2.5

Timing

Action: 2008 Expected Implementation: By 2008

Staff Proposed SIP Commitment

DPR staff proposes to promulgate a r egulation for implementation by 2008 to

achieve ROG emission reductions in the San Joaquin Valley in 2008 of 2.5 tpd, based on an inventory of 17.9 tpd.