North Central Texas Council Of Governments 

TO: Walker Williams DATE:August26, 2010 

Texas Commission on Environmental Quality 

FROM: Chris Klaus 

Senior Program Manager 

SUBJECT: Voluntary Mobile Source Emission Reduction Program and Other Local Program 

Achievements 

The North Central Texas Council of Governments (NCTCOG) has identified the emissions 

reduction achievements of initiatives listed as Voluntary Mobile Source Emission Reduction 

Programs (VMEP) commitments and Other Local Programs in the Adopted Dallas-Fort Worth 

(DFW) Attainment Demonstration State Implementation Plan (SIP) Revision for the 1997 8-

Hour Ozone Standard, which was approved on May 23, 2007. The attached report enumerates 

emissions benefits realized as of March 2009 and discusses progress made for each strategy 

for the purpose of documenting fulfillment of SIP commitments. 

The table below outlines reductions originally committed to by NCTCOG through 

implementation of VMEP strategies, as well as estimated reductions achieved by March 2009. 

As noted in Appendix H of the SIP revision referenced above, any deficit in VMEP benefits may 

be met through utilization of surplus emissions reductions resulting from implementation of 

other Transportation Emission Reduction Measures (TERMs). Five of the Other Local 

Programs have yielded quantifiable emissions reductions. A portion of benefits achieved from 

implementation of Traffic Signal Improvements and Intelligent Transportation Systems have 

previously been utilized to meet Motor Vehicle Emissions Budgets (MVEBs) in the 

Transportation Conformity for the DFW Area Mobility 2030: 2009 Amendment (2009 

Conformity); however, some surplus benefits are still available from these programs. 

Therefore, NCTCOG proposes to utilize surplus benefits from Other Local Programs to make 

up the deficit of reductions achieved through implementation of VMEP strategies. 

NOx NOx voc Reductions VMEP Commitments Commitment Achieved Commitment 

(tons/day) (tons/day) 

Modeled 0.43 0.44 

Post-Processed 2.20 1.54 

Other Local Programs 0 7.12 

Subtotal 2.63 9.09 

Benefits Previously Utilized to -- 5.60 

Meet Motor Vehicle Emissions 

Budgets in 2009 Conformity 

Grand Total 2.63 3.49 

616 Six Flags Drive, Centerpoint Two 

P. 0. Box 5888, Arlington, Texas 76005-5888 

(817) 640-3300 FAX: 817-640-7806 @ recycled paper 

www.nctcog.org 

(tons/day) 

0.28 

0.33 

0 

0.61 

--

0.61 

voc 

Reductions 

Achieved 

(tons/day) 

0.47 

0.28 

4.81 

5.55 

1.28 

4.27 
Mr. Walker Williams 

Page Two 

August 26, 2010 

The programs listed in this report are not recommendations for future VMEP or other SIP 

commitments to be included in any new emissions modeling analysis or 8-hour ozone standard 

analysis. Evaluation of these control strategies for the SIP revision triggered by reclassification 

of the DFW ozone nonattainment area to "serious" is not yet advanced enough to determine 

feasibility or effectiveness. NCTCOG will continue to work with the Texas Commission on 

Environmental Quality to identify appropriate control strategy recommendations to address this 

need. 

If you have any questions or need additional information, pi 

LCP:cg 

Attachment 

me at (817) 695-9286. 

cc: Kathy Singleton, Texas Commission on Environmental Quality, Dallas-Fort Worth Regional 

Office 
ATTACHMENT 

REPORT ON PROGRESS AND RESULTS OF SELECTED CONTROL STRATEGIES LISTED 

IN THE ADOPTED DALLAS-FORT WORTH AIR QUALITY STATE IMPLEMENTATION PLAN 

REVISION FOR THE 1997 8-HOUR OZONE STANDARD 

This document outlines progress realized and results achieved from State Implementation Plan 

(SIP) control strategies committed to by the North Central Texas Council of Governments 

(NCTCOG). These strategies are listed as either Voluntary Mobile Source Emission Reduction 

Programs (VMEP) or Other Local Programs in Chapter 4 of the Adopted Dallas-Fort Worth 

(DFW) Attainment Demonstration SIP Revision for the 1997 8-Hour Ozone Standard. This 

report is intended to serve as final documentation and quantification of emissions benefits 

achieved through implementation of these strategies for the purpose of meeting SIP 

commitments. Table 1, which is attached, provides a summary of benefits committed and 

benefits achieved through the various strategies as of March 2009. Original 

descriptions/commitments for each of the VMEP initiatives and Other Local Programs outlined 

below are available in Appendix H and Chapter 4 of this SIP amendment, respectively. 

VOLUNTARY MOBILE SOURCE EMISSION REDUCTION PROGRAMS 

This section of the SIP includes descriptions of programs or policies for which emissions 

reductions were quantified. Although these efforts are considered voluntary in nature, the 

reductions committed must be achieved or accounted for in some other manner. 

STRATEGY NAME: CLEAN VEHICLE PROGRAM 

Background/Description of Commitment: 

NCTCOG administers a variety of programs focused on specific fleets that fall within the 

umbrella of a "Clean Vehicle Program". These funding efforts are supported by a Clean Fleet 

Vehicle Policy and Model Ordinance, which were endorsed by the Regional Transportation 

Council (RTC) in 2005 and provide guidance for reducing fleet emissions through purchasing, 

operating, and maintenance standards designed to maximize efficiency, minimize emissions, 

and accelerate acquisition of new, low emission vehicles. The policy also requires annual 

reporting by all adopting entities. Adoption of this policy has been an eligibility requirement in 

NCTCOG-administered vehicle funding programs, and may also be considered in other 

transportation funding opportunities. 

From 2007 to March 2009, three specific programs were implemented to accommodate 

changing technologies and encourage the utilization of new, cleaner vehicles in several different 

fleets. 

Clean Fleet Vehicle Call for Projects: Local government fleets are a large focus of the 

overall Clean Vehicle Program due to NCTCOG's strong relationship with and 

participation from local governments in the DFW region. Due to these relationships, and 

the understanding that local governments in the region own and operate thousands of 

fleet vehicles, NCTCOG issued a Call for Projects focused on public entity fleets in May 

2006. Through the Clean Fleet Vehicle Call for Projects, the RTC provided 

approximately $4 million to fund light- and heavy-duty vehicle replacement and repower 

activities. These activities were funded with the primary goal of reducing Nitrogen Oxide 

(NOx) emissions from public entity fleet vehicles. 

Clean School Bus Program and Call for Projects: This program has been created to 

assist school districts and school bus operators in the North Central Texas region and 

Page 1 of 20 
provide financial assistance through a competitive Call for Projects for retrofitting, 

repowering, and replacing older, high-polluting school buses. These local government 

fleets are largely made up of diesel vehicles and are often over a decade old, meaning 

they predate modern emission control technologies. For these reasons, approximately 

$880,000 in funding dedicated to a school bus Call for Projects was provided to school 

districts in the nine-county DFW ozone nonattainment area. 

Regulated Fleet Program and Associated Financial Incentives: Research in the 

DFW region shows that regulated fleets such as taxicabs, limos, shuttle buses, and 

hotel/courtesy vans, have on average high vehicle miles traveled per year. These 

vehicles, particularly taxicabs, are often used vehicles that stay in a fleet for several 

years. For these reasons, the Regulated Fleet Program offered $1.625 million for the 

replacement of taxicabs through the North Texas Green & Go Clean Taxi Partnership. 

Summary of Progress through 2009: 

Implementation of projects funded through the Clean Fleet Vehicle Call for Projects began 

during 2007. As of 2009, 148 of the 190 funded vehicle replacement or repower activities had 

been implemented. The remaining projects were still in progress and were anticipated to be 

implemented within the coming year. 

The 2007 North Central Texas Clean School Bus Program funded replacements, retrofits, and 

repowers for 24 heavy-duty school buses that operate in the DFW nine-county ozone 

nonattainment area. The primary focus of this program was to reduce NOx, encourage 

participation of local school districts in reducing emissions, and encourage the use of 

technologies verified by the Environmental Protection Agency (EPA) or California Air Resources 

Board (CARB). An ancillary goal of this program was to educate fleets and the public about the 

emission benefits of reducing unnecessary idling around schools. 

The North Texas Green & Go Clean Taxi Partnership held a call for projects held during 2008 to 

encourage the purchase and use of low-emitting, green taxicabs. A total of $40,000 in funding 

was provided toward the purchase of eight hybrid vehicles for use as taxicabs in the DFW ninecounty ozone nonattainment area. The education and outreach component of this program is 

ongoing for public and private interests, and continues to encourage taxicabs and other 

regulated fleet vehicle types through education and outreach with the program website and 

green taxi telephone line. 

Quantification Methodology: 

Emissions benefits for the Clean Vehicle Program were calculated using the methodology 

outlined in the Texas Guide to Accepted Mobile Source Emission Reduction Strategies 

(MoSERS handbook), August 2003. This methodology assumes no change in vehicle activity or 

use, but compares the emissions of the new engine to the emissions of the old engine and 

calculates the emission reduction based upon the difference in these emission rates. The 

emission benefits for all Clean Vehicle Program initiatives are calculated using this same 

methodology. 

Results NOx (tons/day) Volatile Organic Compounds (VOC)_{tons/day) 

Reductions Committed 0.24 0.05 

Reductions Achieved 0.085 0.019 

Page 2 of 20 
STRATEGY NAME: EMPLOYEE TRIP REDUCTION PROGRAM 

Background/Description of Commitment: 

The Employee Trip Reduction (ETR) Program is aimed at all large public and private employers 

in the region and is designed to reduce employee commute vehicle trips through implementation 

of rideshare programs (such as carpools), telecommuting, flexible work hour programs, and 

similar strategies known as travel demand management (TOM). As of 2009, over 3,900 large 

employers operate in the North Central Texas region. 

The ETR Program implementation is facilitated by Transportation Management Associations 

(TMAs). TMAs are private and public/private organizations that implement congestion 

mitigation strategies and work together on local transportation issues. Many are incorporated, 

non-profit organizations; they tend to be membership organizations made up of employers, 

developers, building owners, and local government representatives. Most TMAs are located in 

areas of dense employment and focus on the TOM programs of public and private employers. 

Usually, the principle role of a TMA is to involve the business community in transportation 

planning and to provide a forum for the private sector to impact strategy development and 

implementation. TMAs can be involved in a variety of transportation activities, as this noninclusive list indicates: 

• Advocacy on transit, roadway, bicycle, pedestrian, land use, and air quality issues 

• Ride-matching services and support for carpools 

• Parking management programs 

• Guaranteed or emergency ride home programs 

• Telecommuting/teleconferencing center(s) operation 

• Employer transportation coordinator training 

• Educational, promotional, and incentive programs for alternative travel modes 

By taking advantage of alternative transportation system options while partnering with transit 

authorities and other transportation agencies, TMAs will strengthen their influence and positive 

impact on mobility and accessibility around employment and activity areas. 

Summary of Progress through 2009: 

The number of employers participating in the ETR Program has grown every year since fiscal 

year (FY) 2007. At the end of FY 2009, there were a total of 600 employers participating in the 

program. The total program expenditures between FY 2007 and FY 2009 for all three transit 

agencies, Dallas Area Rapid Transit (DART), Fort Worth Transportation Authority (The T), and 

Denton County Transportation Authority, was nearly $1 million ($970,445.37). 

By the end of FY 2009, registered users of the NCTCOG Try Parking It website recorded a 

reduction of more than 2.3 million vehicle miles traveled (VMT) with over 47,000 vehicle trips 

reduced by using commute alternatives to driving alone. Those alternatives include ridesharing, 

walking, biking, telecommuting, transit, and flexible work schedules. 

The Regional Van pool Program which is also a part of the ETR Program made a huge impact in 

environmental savings. A combined reduction of 146 million miles was reported between DART 

and The T's vanpools by the end of FY 2009. The total amount of NOx and Volatile Organic 

Compounds (VOCs) reduced was reported at 918,000 pounds for the vanpool program. 

Page 3 of 20 
Quantification Methodology: 

R d e uc f 1on P t ercen a Jes an dV aues I c urrently I U d se : 

Mobility Plan Best Workplaces for NCTCOG SIP Post- Model Post- Process Commuters (BWC) Goal Process 

30% average 14% 20% 8% 4% per district - average 

(25%- 35% range) (0.5%- 8% range) or 

2% region-wide 

Explanation and/or Methodology of Reduction Percentages 

Mobility Plan: The assumption is made that 15 percent of major employers offer a 

strong TOM program. These employers might be influenced by the high costs of parking 

that they are currently providing to their employees. These employers can potentially 

reduce home-based work (HBW) trips by 25 to 35 percent (averaged to 30 percent). 

Best Workplace for Commuters (BWC): Based on the Environmental Protection 

Agency's (EPA) National Standard of Excellence, 14 percent is the minimum 

performance level for employee participation. 

NCTCOG Goal: It is recommended that program goals of individual employers should 

target a 20 percent minimum reduction in vehicle commute trips. 

SIP Methodology for NO~ and VOC Reductions (ETR Program): 

• Total number of active ETR program employees registered with DART and The T 

= 107,300 

• Total number of employees working at large employers= 1,297,491 

o 107,300/1,297,491 =0.08or8% 

Model: Range is based on the factors listed below that affect the ETR estimate by 

model district. 

• Type of employment by district (-0.5%, 0%, or 0.5%) 

• Employment density by district (-1% or 1 %) 

• Congested facilities by district (-1 %, 0%, or 1 %) 

• Density of transit stops by district (-0.5%, 0.25% or 0.5%) 

• Light rail or commuter rail stations by district (-0.5% or 0.5%) 

• High-Occupancy Vehicle entrance/exit ramps by district (-0.5% or 0.5%) 

• Districts located within a TMA service area (-0.5% or 0.5%) 

Emission Benefits 

VMT reduction based on a regional two percent (2%) decrease in HBW trips was estimated 

using the DFW regional travel demand model. VMT reduction was estimated to be 871,327 

m1 ·1 es per d ay, resu If 1ng . b 1n em1ss1on ene fit 1 sou tr 1ne d . In th e a t bl e b eow. I 

Light Duty Vehicle Type VMT mix VMT Distribution NOx (tons/day) VOC (tons/day) 

LDGV 73.92% 644,053.54 0.32 0.35 

LDGT1 4.30% 37,428.63 0.02 0.02 

LDGT2 14.30% 124,600.60 0.06 0.07 

LDGT3 5.08% 44,268.43 0.02 0.02 

LDGT4 2.34% 20,357.52 0.01 0.01 

Page 4 of 20 
LDDV 0.07% 589.85 0.00 0.00 

LDDT12 0.00% 28.57 0.00 0.00 

100.00% 871,327.14 0.44 0.47 

Note: Compos1te MOBILE6.2 em1ss1on factors for l1ght-duty vehicles operatmg at 35 m1les per 

hour were used for this analysis. 

Results NOx (tons/day) VOC (tons/day) 

Reductions Committed 0.43 0.28 

Reductions Achieved 0.44 0.47 

STRATEGY NAME: LOCALLY ENFORCED IDLING RESTRICTIONS 

Background/Description of Commitment: 

Originally established by the Texas Commission on Environmental Quality (TCEQ) in 2004, 

Locally Enforced Idling Restrictions (LEIR) place limits on the idling of heavy-duty motor 

vehicles within any jurisdiction that has adopted the rule and signed a memorandum of 

agreement with TCEQ to enforce the rule at the local level. This regulation is applicable 

between April 1 and October 31 of each year and limits idling over five consecutive minutes for 

vehicles with a gross vehicle weight rating of 14,000 pounds or greater when the vehicle is not 

in motion. 

Certain exemptions do apply including exclusion of military, emergency, and law enforcement 

vehicles, airport ground support equipment, and when idling is necessary for providing a power 

source for mechanical operation, for maintenance and diagnostic purposes, or to defrost a 

windshield. Exemptions also exist for heating or air conditioning for the health or safety of an 

employee performing a job function related to roadway construction or maintenance and idling is 

limited to a maximum of 30 minutes for passenger comfort for transit and school buses. In 

addition, an exemption exists for the owner of a vehicle rented or leased to a person that is not 

employed by the owner. Lastly, for vehicles with a sleeper berth, an exemption existed through 

September 1, 2009, for drivers on a government mandated rest period. 

NCTCOG solicited regional participation in the program and developed educational materials to 

aid local government efforts in adopting and implementing the rule. This included creating antiidling street signs and bi-lingual brochures, which were made available to adopting local 

governments free of charge. Staff was available, upon request, to present information to local 

city councils and county commissioner courts on the benefits of adopting this rule. In addition, 

NCTCOG developed an extensive website, www.EngineOffNorthTexas.org, as a resource to 

local governments, drivers, and the general public on the effects of idling and what opportunities 

are available to mitigate it. Furthermore, NCTCOG developed an idling complaint hotline and 

webpage for persons to report idling vehicles, from which owners would be mailed a letter 

informing them of local idling laws and resources to help drivers comply. 

Summary of Progress through 2009: 

As of 2009, 18 local governments (16 cities and 2 counties) had adopted the State idling 

restrictions rule (Texas Administrative Code 30- § 114.51 0-517). 

Quantification Methodology: 

In 2009, approximately 72.76 tons per day of NOx and 2.92 tons per day of VOC in 2009 were 

emitted by Class 8a, and 8b heavy-duty diesel vehicles. NCTCOG utilized EPA assumptions 

Page 5 of 20 
that 3.4 percent of the total emissions calculated by MOBILE6.2 for HDDV8a and HDDV8b were 

from idling, as found in EPA's Guidance for Quantifying and Using Long Duration Truck Idling 

Emission Reductions in State Implementation Plans and Transportation Conformity, released in 

2004. As of March 2009, 40.3 percent of the population in the DFW nonattainment area resided 

in an area that had adopted LEIR. Assuming conservatively that there is a 50 percent 

compliance rate within these jurisdictions, this program has contributed to a reduction in NOx 

emissions of 0.50 tons per day and VOC emissions of 0.016 tons per day. 

Results NOx (tons/day) VOC (tons/day) 

Reductions Committed 0.62 0.020 

Reductions Achieved 0.50 0.016 

STRATEGY NAME: DIESEL FREIGHT IDLING REDUCTION PROGRAM 

Background/Description of Commitment: 

A variety of diesel freight vehicles contribute to the region's air quality concerns. The vast 

majority of freight vehicles operating in the region are diesel-powered, including on-road freight 

trucks, railroad locomotives, and equipment at intermodal facilities. Private sector firms are 

actively investigating a variety of technologies that generate both private sector operational 

benefits and emissions reductions. NCTCOG planned to determine the most strategic and 

effective of these to implement at various locations throughout the region. Related 

technological strategies to be explored included auxiliary power units, generators, battery 

power, truck stop electrification and automatic start-up/shut down systems. 

NCTCOG committed $1.5 million in federal funding to heavy-duty vehicle idling reduction 

projects, and approximately $1.2 million was set aside for capital implementation; additional 

grant funds in the amount of $750,000 were received from EPA. NCTCOG administered a 

Diesel Idling Reduction Program Call for Projects in 2008 to award funds for implementation of 

cost-effective idle reduction technology projects. 

Summary of Progress through 2009: 

As of 2009, NCTCOG had awarded funds to four subrecipients for implementation of 20 

auxiliary power units, 1 electrified truck stop, and 2 heavy-duty hybrid vehicles under the Diesel 

Idling Reduction Program 2008 Call for Projects. Although the program will result in 

implementation of quantifiable emissions reductions, these projects were not yet implemented 

by the 2009 ozone season and; therefore, cannot be credited for this SIP. 

Quantification Methodology: 

Not Applicable, as no benefits quantified for 2009. 

Results NOx (tons/day) VOC (tons/day) 

Reductions Committed 0.33 0.01 

Reductions Achieved 0 0 

STRATEGY NAME: SMARTWA ysM TRANSPORT DEMONSTRATION PROJECT 

Background/Description of Commitment: 

The SmartWay Transport Partnership (SmartWay), established by EPA in 2004, is a voluntary 

public-private partnership with the ground freight industry. Truck and rail freight is integral to the 

nation's economy; however, heavy-duty diesel vehicles are major consumers of fossil fuels and 

Page 6 of 20 
major contributors to air pollution. SmartWay promotes a variety of strategies designed to 

reduce energy consumption and vehicle emissions that also lead to a reduction in costs for truck 

and rail freight operators. 

One of the SmartWay strategies is to incorporate technologies on heavy-duty diesel trucks that 

reduce fuel use and emissions. A variety of technologies have been verified by EPA, including 

idle-reduction, fuel-saving, and emission-reducing technologies. EPA also determined that 

these technologies may be most effective if utilized together in an overall kit design. However, 

many companies were discouraged from adopting these technologies by up-front costs and 

limited access to capital funds or financing. EPA awarded $300,000 to NCTCOG for 

implementation of a demonstration project which sought to evaluate in-use results of these 

technologies in order to provide trucking companies with a successful case study that would 

promote further investment. 

Summary of Progress through 2009: 

In January 2007, NCTCOG held a Call for Projects to subgrant funds for the purchase and 

installation of SmartWay Upgrade Kit technologies to private sector companies with long-haul 

truck operations. SmartWay Upgrade Kits were required to include an idle-reduction, fuelsaving, and emission-reducing device. NCTCOG worked with selected subgrantees to collect 

in-use performance data on both a fleet of trucks outfitted with SmartWay Upgrade Kits and a 

control fleet without these technologies. Grant funds were awarded to two subgrantee 

companies to upgrade a total of 41 heavy-duty long-haul trucks with various SmartWay 

technologies. However, one subgrantee ceased operations in September 2008, leaving only six 

trucks which actually remained in operation through 2009. These trucks were outfitted with 

auxiliary power units, low viscosity lubricants, and crankcase filters. Data regarding idle time 

and fuel economy was collected for these trucks as well as a fleet of six control trucks over a 

12-month period in order to compare performance, including fuel economy and idle time. 

Results of the study showed no statistically significant difference in fuel economy between the 

two truck groups; however, idle time was reduced by approximately 67 percent among the test 

truck group. 

Quantification Methodology: 

Emissions benefits for the SmartWay Demonstration Program were calculated using 

methodology similar to that outlined in the MoSERS handbook for Clean Vehicle Programs. 

However, rather than multiplying the same level of activity by the difference in emission rate, the 

difference in activity (reduction of 342.98 idling hours) was multiplied by the emission rate (the 

EPA default idling emission rate of 135 grams per brakehorsepower-hour). 

Results NOx (tons/day) VOC (tons/day) 

Reductions Committed 0.002 0.000085 

Reductions Achieved 0.0002 Not Quantified 

Because emissions reductions were calculated strictly based upon idle reduction, VOCs were 

not quantified. 

STRATEGY NAME: PUBLIC AGENCY POLICY FOR CONSTRUCTION EQUIPMENT 

Background/Description of Commitment: 

Controlling emissions from construction equipment can be done technologically through use of 

cleaner engines and retrofits and operationally through better practices such as reduced engine 

Page 7 of 20 
idling. Local jurisdictions are able to assist by offering incentives, preferences or requirements 

in their contracting process for construction projects. NCTCOG, with local government and 

private stakeholder participation, planned to develop a public agency policy for construction 

equipment that would address acquisition, maintenance, operation and verification. Adoption of 

this policy as ordinance by local jurisdictions will encourage use of cleaner diesel equipment, 

use of cleaner operational procedures, and use of incentive programs such as the Texas 

Emissions Reduction Plan. The program would also provide guidance and education on air 

quality, air pollutants, technology implementation and operation to affected fleets. Staff also 

planned to provide marketing and outreach to local governments promoting adoption of clean 

construction contracting processes. 

Summary of Progress through 2009: 

NCTCOG held workshops with both public and private sector stakeholders in May 2007 and 

June 2009. Throughout this time, staff also hosted several conference calls with stakeholders 

from across the State, including other metropolitan planning organizations, to discuss possible 

implementation methods. By 2009, staff had developed an estimate of the fleet of in-use 

construction equipment in the nine-county DFW ozone nonattainment area and had determined 

that a specification would be the most effective manner in which to implement this policy. Staff 

had also begun to develop a Model Specification which local governments throughout the region 

could incorporate into public works contracts. A small task force, including contractors, local 

governments, and consultants was formed following the June 2009 stakeholders meeting and 

worked to refine the details of the Model Specification prior to implementation. Upon 

concurrence by the task force, NCTCOG staff planned to launch a Demonstration Project to 

evaluate potential costs, benefits, and administrative processes to inform further 

implementation. In 2008 and 2009, NCTCOG also sought grant funding which could be used to 

upgrade construction equipment in order to facilitate equipment replacements/repowers/retrofits 

throughout the industry. 

Quantification Methodology: 

Not Applicable, as no benefits quantified for 2009. 

Results NOx (tons/day) VOC (tons/day) 

Reductions Committed 0.056 0.0075 

Reductions Achieved 0 0 

STRATEGY NAME: AVIATION EFFICIENCIES 

Background/Description of Commitment: 

This strategy includes implementation of a variety of fuel and operational efficiency measures by 

airports and airlines, which can translate into emission reductions for the region. In recent 

discussions, the local aviation industry highlighted several measures that are currently in 

practice or planned for future operations. These include: 

• Additional electrification of ground support equipment (GSE) 

• Gate electrification to eliminate use of aircraft APUs 

• Ground tugs for pushback to minimize use of reverse thrust from main aircraft engines 

• Improve efficiency during taxi and allow increased opportunity for pilots to engage in 

single-engine taxiing 

Summary of Progress through 2009: 

Page 8 of20 
As of 2009, DFW International Airport (DFWIA), Dallas Love Field Airport, and their major air 

carriers have implemented programs that has reduced daily idle and taxi time from aircraft. 

Technology improvements such as ground support equipment (GSE) conversion and gate 

electrification have also been implemented at DFWIA and Dallas Love Field airports. 

Quantification Methodology: 

Federal Aviation Administration's Emissions Dispersion Modeling Software was used to 

estimate the emission benefits for NOx and VOC. The decrease in NOx and VOC emissions can 

be attributed to the following improvements: 

• Decreased operations from 2002 to 2005 

• Update aircraft fleet-mix 

• Gate electrification 

• Aircraft fleet turn-over 

• Reduced time for taxi-in and taxi-out 

• Electrification of GSE 

Supplemental information in the 8-Hour Attainment Demonstration SIP "Aircraft and Ground 

Support Equipment Emissions Update for Airports in the Dallas-Fort Worth (DFW) Region" 

documents that the committed NOx and VOC reductions are met. The following exhibit 

summarizes NOx benefits from all airports in the DFW nonattainment area. 

DFWIA AND DALLAS LOVE FIELD AIRCRAFT AND GSE FINAL EMISSIONS SUMMARY 

Dallas Love Field DFWIA Others Total NOx 

tpd tpd tpd tpd 

2009 Aircraft SIP Emissions 2.210 18.540 0.260 21 .010 

2009 GSE SIP Emissions 0.434 2.588 0.018 3.040 

Total Airport SIP Emissions 2.644 21 .128 0.278 24.050 

2009 Aircraft Emissions Adjustment 0.790 11 .200 0.260 12.250 

2009 GSE Emissions Adjustment 0.015 1.430 0.018 1.463 

Total Airport Adjustment 0.805 12.630 0.278 13.713 

Emission Reductions 1.839 8.498 0.000 10.337 

VMEP Emissions Reductions 0.190 0.760 0.000 0.950 

Included in the Inventory 

Total Airport Emissions Adjustments 9.387 

Results NOx (tons/day) VOC (tons/day) 

Reductions Committed 0.95 0.24 

Reductions Achieved 0.95 0.24 

OTHER LOCAL PROGRAMS 

This section of the SIP included an assortment of locally implemented strategies in the DFW 

area including pilot programs, new programs, or programs with pending methodologies. These 

programs were not quantified in the Attainment Demonstration SIP, but were included as 

measures that would support efforts to reduce precursors to ground level ozone formation. As 

of March 2009, most of these strategies had begun or were fully implemented, and a few 

yielded quantifiable benefits which are being utilized to cover emissions reductions deficits from 

the VMEP. Updates below document progress on each measure through 2009. 

Page 9 of 20 
STRATEGY NAME: LIGHT-EMITTING DIODE TRAFFIC SIGNAL REPLACEMENT 

PROGRAM 

Background/Description of Strategy: 

The replacement of traditional incandescent bulbs in traffic signals with light-emitting diode 

(LED) lamps provides an energy savings opportunity to local governments that translates into a 

reduction of ozone precursor pollutants emitted from electric power generator plants within the 

region. Local governments have confirmed positive experiences with conversions to this costeffective alternative. Initially, LED technology was thought to be more reliable because of its 

increased life expectancy and reduced maintenance needs. However, it was discovered, 

through real world implementation, that the first generation technologies had their share of 

reliability issues. Future generations of LED technologies; however, corrected these 

shortcomings. The RTC developed a goal-oriented regional plan for conversion of existing 

traffic signals and a policy for installation of LED in future traffic signal projects. The RTC 

program applies to traffic signal projects in the North Central Texas nonattainment area that are 

implemented by both municipalities with more than 50,000 persons and the Texas Department 

of Transportation (TxDOT). A subcommittee of the Surface Transportation Technical 

Committee was also established to develop a clearinghouse of information to describe benefits 

of available LED technologies and guidelines for implementation of these technologies. 

Summary of Progress through 2009: 

This program was initiated in 2004 with goals of 50 percent LED deployment by May 2005 and 

90 percent LED deployment by May 2006. A final survey conducted in the spring of 2007 

indicated that by May 2006 LED deployment reached 91.8 percent, meeting the program goals. 

Overall the total funds allocated for LED deployment in the DFW area was $3,035,000, which 

accounted for LEOs being deployed at over 750 locations. 

STRATEGY NAME: BLUE SKYWAYS COLLABORATIVE 

Background/Description of Strategy: 

The Blue Skyways Collaborative was developed by the EPA and the Central States Air 

Resources Agencies to significantly reduce air pollution in the central United States corridor. 

The collaborative emphasizes partnerships between non-profit environmental groups, private 

industries, and international, federal, State, and local governments to meet air quality goals. 

Collaborative participants pledge active and meaningful participation in the planning or 

implementation of projects that use innovations in diesel engines, alternative fuels, and 

renewable energy technologies. Working together allows members to leverage funding, share 

technology, and professional expertise. NCTCOG was designated a Blue Skyways Community 

in fall 2006 and is dedicated to promoting the mission of the collaborative. NCTCOG actively 

participates in collaborative meetings, subcommittee meetings, and funding opportunities 

offered by Blue Skyways. 

Summary of Progress through 2009: 

Since 2007, NCTCOG staff has continued to participate in conference calls, conferences, and 

webinars hosted by the Blue Skyways Collaborative. Staff has also been awarded grant funding 

through several Blue Skyways Collaborative funding opportunities; this funding has been used 

to facilitate efforts which are addressed under other initiatives, such as the North Central Texas 

Clean School Bus Program. 

STRATEGY NAME: AIR QUALITY MARKETING AND OUTREACH 

Page 10 of 20 
Background/Description of Strategy: 

Transportation and air quality marketing and outreach program efforts promote general air 

quality awareness marketing and outreach throughout the North Central Texas region. The 

program strives to encourage voluntary measures that help reduce emissions such as 

ridesharing, vehicle maintenance, and telecommuting by offering incentives and promoting 

existing emission reduction programs, such as the AirCheckTexas Drive a Clean Machine 

Program. This program also promotes the use of clean vehicle technologies and fuels via 

programs such as the DFW Clean Cities Technical Coalition. An Air Quality Public Relations 

Task Force was created to reach the general public by creating a unified message and brand 

related to air quality. Business outreach will be coordinated between this program and the 

North Texas Clean Air Coalition. 

Summary of Progress through 2009: 

From March 2007 through March 2009, resources and education were provided to North 

Texans to facilitate public involvement in programs and projects that help improve air quality in 

North Central Texas, such as but not limited to, AirCheckTexas Drive a Clean Machine 

Program, Regional Smoking Vehicle Program, and TryParkinglt.com. This was done through 

outreach events and public meetings, educational campaigns, advertising, radio and television 

public service announcements, brochures, educational giveaways, websites, newsletters, and 

electronic communications. Additionally, DFW Clean Cities promoted and educated public and 

private fleets on advanced technology and clean fuel vehicles with outreach events, workshops, 

meetings and trainings that focused on funding opportunities, technologies and fuels, policies, 

and mentoring by other fleets already using clean fuels and technologies to help guide fleets on 

ways to improve air quality. Fleets have reported back that they have decided to purchase 

cleaner vehicles due to what they have learned at these events. Also, the Air Quality Public 

Relations Task Force created a regional air quality campaign entitled Air North Texas, which 

was launched July 15, 2008, to provide North Texans with simple tips they can incorporate in 

their daily lives that will improve air quality and support projects and programs including those 

within the SIP. Since the launch in July 2008, the website for Air North Texas has had almost 

15,000 visits and 20 partners including cities, counties, transit authorities, TxDOT, and nonprofits. These partners help promote a comprehensive air quality message and leverage 

marketing dollars across North Central Texas. The North Texas Clean Air Coalition continues 

to be the only nonprofit organization in the region dedicated solely to encouraging voluntary 

efforts to improve air quality in North Central Texas through educating, engaging, and 

recognizing the business community. These include alternative commuter programs such as 

telecommuting, transit, and ridesharing as well as energy efficiency, green building, and clean 

fleet practices. Currently, these programs are not quantified to prevent double-counting 

reductions achieved through other programs, policies, and projects that are supported and/or 

enhanced by these efforts. 

STRATEGY NAME: INTELLIGENT TRANSPORTATION SYSTEMS 

Background/Description of Strategy: 

Intelligent Transportation Systems (ITS) attempts to improve traffic speeds and reduce idling 

time through advanced traffic control systems and more efficient incident and corridor 

management. ITS also combines the strengths of regional transportation planning models and 

traffic simulation models with overall transportation management strategies. Examples of ITS 

projects include transportation management centers and dynamic message signs. The DFW 

Metropolitan area is currently involved in the planning, programming, and implementation of ITS 

Page 11 of 20 
programs and projects. Using the National ITS Architecture as a model, the region is defining a 

Regional ITS Architecture to guide future deployment and to build consensus for multi-agency 

systems integration. Traffic monitoring and incident detection and response systems are 

operating on portions of the freeway system in Collin, Dallas, Denton, and Tarrant counties. 

Summary of Progress through 2009: 

In 2007, ITS covered approximately 68 percent of the centerline miles of freeway in Collin, 

Dallas, Denton, and Tarrant Counties. By 2009, coverage had increased to 88 percent of the 

centerline miles of freeways in the four counties. NCTCOG implemented 37 ITS projects from 

2007-2009 at a total cost of $59,186,821. 

Quantification Methodology: 

Methodology for quantification of ITS systems is documented in Appendix 9.19 of the 

Transportation Conformity for the DFW Area Mobility 2030: 2009 Amendment (2009 Conformity) 

and has been submitted for inclusion in the MoSERS handbook. Quantification for SIP 

purposes was conducted using 2009 DFW Emission Inventory emission factors. 

Results NOx (tons/day) VOC (tons/day) 

Reductions Committed 0 0 

Reductions Achieved 5.910 2.433 

STRATEGY NAME: PARKING CASH-OUT PROGRAM 

Background/Description of Strategy: 

Parking Cash-Out (PCO) is an employee transportation benefit that offers workers the option of 

giving up their employer-subsidized parking space in exchange for its equivalent monetary value 

in cash or a transit subsidy. It gives non-motorists benefits comparable to those offered to 

motorists (cash equivalent of free parking) and it effectively promotes the use of alternative 

transportation. NCTCOG has and continues to conduct a literature search to collect information 

on other PCO Pilot Program experiences in order to quantify reductions in emissions and 

changes in employee behavior. A parking cash-out implementation policy will be developed 

based on knowledge gained from research and a pilot study conducted by NCTCOG. 

Summary of Progress through 2009: 

NCTCOG partnered with a local transit agency better suited to manage the pilot project while 

acting as an advisor to the program. Due to challenges related to funding and timing, the DART 

PCO Pilot Project start date was unable to commence. NCTCOG staff will reassess and work 

with DART staff for development of this project for fiscal year 2011. 

STRATEGY NAME: TRUCK LANE RESTRICTION PROGRAM 

Background/Description of Strategy: 

A pilot study to improve the operation efficiency and highway safety was conducted restricting 

heavy-duty trucks from using the left lane on each side of a six-lane cross sectional freeway. 

The truck restriction was imposed on the left lane of portions of Interstate 30 (1-30) and 

Interstate 20 (1-20) in the DFW area from August 2005 to January 2006. The volume and speed 

of trucks and cars were collected every hour for the off-peak period, and every 15 minutes for 

peak periods to analyze air quality benefits and Level of Service. Results showed that truck 

lane restriction effectively controlled trucks from using the left lane and slightly reduced truck 

Page 12 of 20 
speeds. Consequently, NOx and VOC emissions produced by trucks also decreased. Greater 

emissions benefits will be expected as the truck lane restriction is implemented region-wide. 

Summary of Progress through 2009: 

Truck lane restrictions have remained in place along the pilot corridors, which has resulted in 

quantifiable emissions reductions that have been estimated for SIP purposes. NCTCOG staff 

continues to work toward more widespread implementation of truck lane restrictions. Although 

these rules were not implemented by 2009 along additional corridors, implementation will be 

completed in August 2010. NCTCOG staff has worked to evaluate feasibility and develop 

recommendations regarding future expansion. A NCTCOG staff report to TxDOT, published in 

2009, recommended expanding truck lane restrictions to apply to 1-45, Loop 820, and additional 

mileage along 1-20 and 1-30. These restrictions will take effect in August 2010. 

Quantification Methodology: 

Truck lane restrictions reduce emissions by reducing average travel speeds for trucks and 

reducing occupancy of the far left lane; thus, minimizing hard accelerations from drivers working 

to pass slow-moving trucks. These lower speeds correspond to lower NOx emission rates. 

Additional details regarding quantification methodology are available in the NCTCOG Truck 

Lane Pilot Study, which was published in October 2006. This document is available online at 

www.nctcog.org/trans/goods/trucklane/NCTCOG Report.pdf. It should be noted that the 

emission rates used to quantify reductions for SIP purposes are different than in the Truck Lane 

Pilot Study report, as NCTCOG used 2009 Emission Inventory emission factors to complete 

quantification for SIP purposes. 

Results NOx (tons/day) VOC (tons/day) 

Reductions Committed 0 0 

Reductions Achieved 0.013 0.001 

STRATEGY NAME: ROADWAY PEAK PERIOD PRICING 

Background/Description of Strategy: 

Also known as value pricing or congestion pricing, peak period pricing is an incentive based 

program to reduce congestion while improving air quality. By introducing price to encourage 

changes in travel behavior, value pricing programs are a way to manage demand by 

encouraging travelers to use the facility in off-peak periods, to carpool, or use transit. Thus, 

reduction in emissions can be claimed through a reduction in VMT and congestion. 1-30 is 

under consideration for a value pricing pilot study, which may be implemented by the year 2008 

or earlier. Depending upon the results of the 1-30 value pricing pilot study, value pricing may be 

implemented in other congested areas in North Central Texas. 

Summary of Progress through 2009: 

The region continues to pursue Roadway Peak Period Pricing. 1-30 remains the corridor for the 

value pricing pilot study when initiated. This corridor will provide valuable data to help in the 

implementation of value pricing in future corridors around the region. In addition, as part of the 

development agreement for State Highway (SH) 121 in Collin County (Sam Rayburn Tollway) 

peak-period pricing will be implemented following a peak-period pricing demonstration study on 

SH 161 in Dallas County. 

STRATEGY NAME: CONTROL STRATEGY CATALOG REVIEW 

Page 13 of 20 
Background/Description of Strategy: 

Cost benefit analysis was performed for 61 of 164 total short listed control strategies in 

development of the 8-hour ozone attainment plan for the DFW nonattainment area. TCEQ and 

NCTCOG will review the remaining 103 of the short-listed strategies to analyze if they can be 

used as additional efforts for implementation consideration. 

Summary of Progress through 2009: 

NCTCOG periodically reviewed new control strategies in an effort to achieve further emission 

reductions. As opportunities became available, NCTCOG took into consideration the 

implementation and feasibility of new strategies in the development and/or administration of air 

quality programs. 

STRATEGY NAME: ARTERIAUFREEWAY BOTTLENECKS 

Background/Description of Strategy: 

The DFW Metropolitan Area has initiated a Freeway Interchange/Bottleneck Program and an 

Arterial Bottleneck Program in an effort to advance projects that increase mobility and safety, 

and improve air quality. The Freeway Interchange/Bottleneck Improvement Program is 

designed to fund interchange and bottleneck improvements on the highway system and 

interchange improvements at highway/arterial crossings. The Arterial Bottleneck Program is 

designed to fund arterial intersections and bottleneck improvements that reduce travel time, 

delay, and/or accidents due to implementation of low-cost projects that include multiple 

transportation modes. Implementation of these projects will reduce vehicular delays and travel 

time, which reduces transportation-related emissions due to inefficient traffic patterns. 

Summary of Progress through 2009: 

NCTCOG implemented 55 Freeway Interchange/Bottleneck projects from 2007-2009 at a total 

cost of approximately $1 billion. 

STRATEGY NAME: TRAFFIC SIGNAL IMPROVEMENTS 

Background/Description of Strategy: 

The DFW Metropolitan Area is involved in the planning, programming, and implementation of 

traffic signal improvement programs and projects. Arterial congestion accounts for 35 percent 

of the total congestion in the region, in turn adding emissions due to inefficient traffic patterns 

and unnecessary idling. Traffic signal improvements such as signal retiming and signal 

coordination can enhance traffic flow and help decrease vehicular emissions. Much of the 

emphasis of the traffic signal improvement program in the North Central Texas region is placed 

upon major arterial corridors, where synchronizing a succession of traffic signals to operate as a 

continuous system has a great impact on a large volume of traffic. These improvements result 

in a more consistent travel speed and reduced delay, which reduces vehicular emissions due to 

frequent starts, stops, and unnecessary idling. 

Summary of Progress through 2009: 

NCTCOG implemented 34 traffic signal improvement projects from 2007-2009 at a total cost of 

$16,418,947. 

Quantification Methodology: 

Page 14 of 20 
Methodology for quantification of traffic signal improvements has been documented in Appendix 

9.19 of the 2009 Conformity document and follows the methodology outlined in the MoSERS 

handbook. The results below use 2009 Emission Inventory emission factors. 

Results NOx (tons/day) VOC (tons/day) 

Reductions Committed 0 0 

Reductions Achieved 0.628 1.343 

STRATEGY NAME: SUSTAINABLE DEVELOPMENT 

Background/Description of Strategy: 

The promotion of sustainable development has become a specific objective of the North Central 

Texas region because of the direct link between land use, transportation, and air quality. 

Numerous studies have shown an inverse relationship between population density and VMT; as 

population density increases, VMT decreases, which also decreases transportation-related 

em1ss1ons. Therefore, the way in which transportation is planned, programmed, and 

constructed must be responsive to regional trends in economic expansion, population growth, 

development, quality of life, public health, and the environment in order to provide mobility and 

prevent the continued decline of the region's air quality status. A variety of strategies and 

policies have been adopted by the RTC to ensure the development of transportation plans, 

programs, and projects which promote air quality improvements through sustainable 

development. These strategies are designed to (1) respond to local initiatives for Town 

Centers, Mixed Use Growth Centers, Transit Oriented Developments, lnfiii/Brownfield 

Developments and Pedestrian Oriented Projects; (2) complement rail investments with 

coordinated investments in park and ride, bicycle and pedestrian facilities and, (3) reduce the 

growth in vehicle miles traveled per person. The shift toward alternative modes of 

transportation and lower VMT will lead to reduced transportation-related emissions. 

Summary of Progress through 2009: 

NCTCOG staff continues to promote and pursue sustainable development efforts and has been 

pursuing a methodology to accurately quantify emission benefits that may be gained as a result 

of sustainable development projects. During the 2005-2006 Sustainable Development Call for 

Projects, a total of 41 projects were funded totaling $41 million. Of these, 23 funded projects 

include new sustainable development infrastructure improvements such as sidewalks, 

crosswalks, benches, lighting, landscaping, intersection improvements, and rail station 

construction. Five projects have been implemented to date. 

In September 2008, NCTCOG staff began to conduct research on possible air quality 

improvements and published preliminary findings. Further development of a methodology will 

result in the potential for additional emissions benefits to be estimated in the future. 

STRATEGY NAME: SMARTWAY TRANSPORT PARTNERSHIP 

Background/Description of Strategy: 

The SmartWay Transport Partnership (SmartWay), established by EPA in 2004, is a voluntary, 

public-private partnership with the ground freight industry. Truck and rail freight is integral to the 

nation's economy; however, heavy-duty diesel vehicles are major consumers of fossil fuels and 

major contributors to air pollution. SmartWay promotes a variety of strategies designed to 

reduce energy consumption and vehicle emissions that also lead to a reduction in costs for truck 

and rail freight operators. NCTCOG has partnered with EPA to support the SmartWay initiative 

Page 15 of20 
in the DFW area through demonstration projects, outreach efforts, and development of a truck 

dealer network. Improvements in fuel efficiency will be directly proportional to reduced fuel use 

and emissions. 

Summary of Progress through 2009: 

NCTCOG has continued to promote and support SmartWay as an Affiliate of the program. Staff 

has provided presentations on the benefits of SmartWay membership at area conferences. 

SmartWay membership has also been included as an evaluation criterion in NCTCOGadministered grant funding opportunities, such as the 2008 Diesel Idling Reduction Program, in 

order to encourage fleets to participate. In addition, NCTCOG began to promote awareness of 

SmartWay-certified passenger vehicles in conjunction with the AirCheckTexas program. 

STRATEGY NAME: AIRCHECK TEXAS REPAIR AND REPLACEMENT ASSISTANCE 

PROGRAM 

Background/Description of Strategy: 

The High-Emitting Vehicle Program (HEVP) supports high-emitting vehicle maintenance and 

replacement. Specifically, the HEVP Program will administer the State's AirCheckTexas Repair 

and Replacement Assistance Program (ACT), created to provide financial assistance for lowincome vehicle owners that fail the regions new high-tech emissions test. Currently, the ACT 

Program is offered to residents in nine North Central Texas counties. 

Summary of Progress through 2009: 

This program, which is now known as the AirCheckTexas Drive a Clean Machine Program, is an 

on-going strategy offered to residents in nine North Central Texas counties. During the 2007 

and 2009 legislative sessions, several updates were made to the program regarding funding 

levels and eligibility. NCTCOG continues to administer this program in the DFW area to provide 

financial assistance to qualifying vehicle owners to repair their vehicle after failing a vehicle 

emissions test or assist to retire an older vehicle to replace with a newer, cleaner vehicle. The 

program started in the North Central Texas region in October 2002 and still has funding 

provided annually; during fiscal year 2008 funding for the NCTCOG program increased 

significantly from $2.5 million to about $22 million annually. 

Quantification Methodology: 

Emissions benefits for this program are quantified based upon Clean Vehicle methodology 

found in the MoSERS handbook, just as with the Clean Vehicle Program in the VMEP. 

NCTCOG has quantified benefits resulting from 10,927 replacements which occurred during 

fiscal year 2008 and fiscal year 2009 through March 2009, as these replacements reflect fleet 

turnover which was not accounted for in the TxDOT registration data used in the base case 

modeling episode. 

Results NOx (tons/day) VOC (tons/day) 

Reductions Committed 0 0 

Reductions Achieved 0.547 1.016 

STRATEGY NAME: HIGH EMITTING VEHICLES 

Background/Description of Strategy: 

Efforts will be made to develop a program with local governments and non-profit organizations 

to test for, then repair or retire, high-emitting auction vehicles in addition to supplementing the 

Page 16 of 20 
ACT Program to reach a larger audience that does not qualify to participate under ACT rules. 

Further components to be developed within the program include remote sensing activities, 

enhanced smoking vehicle detection, partnership with nonprofit organizations, public outreach 

and education, environmental enforcement training, and research and development projects. 

Summary of Progress through 2009: 

HEVP staff continued to work with the nine nonattainment counties to develop and implement 

various local initiative air quality projects funded by Senate Bill 12 and passed by the 80th Texas 

Legislature. Two staff members received Texas Commission on Law Enforcement Officers 

Standards of Education certification, enabling them to teach the NCTCOG Emissions Database 

(NED) training course at the Regional Police Academy to various municipal and county law 

enforcement agencies. Staff worked with counties throughout the State to expand the Regional 

Emissions Enforcement Program and developed a six-month remote sensing pilot program for 

high-emitting and/or smoking gasoline and diesel vehicles, scheduled for implementation during 

2010. Staff also continued to provide support to the AirCheckTexas Drive a Clean Machine 

Program. 

STRATEGY NAME: REGIONAL EMISSIONS ENFORCEMENT PROGRAM (FORMERLY THE 

DALLAS EMISSIONS ENFORCEMENT PROGRAM) 

Background/Description of Strategy: 

The Dallas Emissions Enforcement Program coordinates with the Dallas County Judge's office, 

Justice Court, Precinct 4, participating county constables, the Department of Public Safety, and 

various local impound lots to administer the Dallas Emissions Enforcement Pilot Program to 

establish and verify the need for a region-wide program for identifying high emitting vehicles on 

the roadways due to fictitious or counterfeit state inspection and/or registration stickers. 

In 2005, the Texas Legislature passed House Bill 1611 that allowed for the development and 

implementation of projects that coordinate with local law enforcement officials to reduce the use 

of counterfeit state inspection stickers. The program aims to ensure impounded vehicles are 

either repaired or permanently removed from the roadways. Unclaimed impounded vehicles will 

be dismantled and/or scrapped and will not be resold or issued a new title unless the impound 

lot owner can provide evidence to the court that an unclaimed impounded vehicle is worthy of 

repairs and the impound lot owner assumes responsibility for those repairs. Data collected may 

also be used for future legislative action, judicial action, rule implementation, database 

development incorporating vehicle registration data with inspection and maintenance data, and 

may serve as the foundation for future programs throughout the nonattainment region. 

Summary of Progress through 2009: 

HEVP staff assisted with the expansion of the Dallas Emissions Enforcement Program to other 

nonattainment counties throughout the region. The Program is now known as the Regional 

Emissions Enforcement Program (REEP}, and includes Dallas, Denton, Ellis, and Tarrant 

Counties. Once a county program is established, HEVP staff continues to provide support and 

assistance by developing Local Initiative Project funding proposals, running various reports on 

inspectors and inspection station owners performing improper inspection, and training. HEVP 

staff continues to work with the remaining nonattainment counties in an effort to make REEP 

state-wide. After receiving feedback from law enforcement officers, HEVP staff worked with the 

NCTCOG Research and Information Services Department to expand and improve NED. NED 

training courses, coupled with staff efforts to inform law enforcement agencies about NED, 

resulted in increasing the number of law enforcement officers with access to NED to 1,998 

Page 17 of 20 
officers from 54 different jurisdictions, which make an average of 9,522 searches per month. 

This increase in NED usage provides an unparalleled level of daily on-road emissions 

enforcement. Dallas County Clean Air Emissions Task Force filed 119 second degree felony 

cases, made 49 felony arrests, seized 23 emissions analyzers, recovered over 600 

counterfeiUfictitious emissions inspection certificates from dealers and printers and increased 

the issuance of on-road emissions related citations 303 percent. The Ellis County Emissions 

Enforcement Program made 70 arrests and issued 445 emission-related citations, accounting 

for 50 percent of all on-road citations issued in their county. 

Emissions reductions associated with enforcement activity are accounted for in the compliance 

rate for Inspection and Maintenance programs and is therefore not quantified. However, during 

2008, HEVP staff received an external grant to conduct an auction lot pilot program within the 

overall Emissions Enforcement Program. The goal of this program was to prevent impounded, 

abandoned vehicles with emissions and/or registration history problems from returning to the 

roadways in North Central Texas. During this pilot program, 337 noncompliant vehicles were 

sold to auto crushing companies for crushing and/or recycling. A few additional vehicles were 

shipped to Mexico, with the remaining vehicles not issued retirement assistance because after 

visual inspection, it was determined the vehicles were no longer road-worthy or not worth 

repairing (wrecked, burned, etc.) and would be purchased by auto crushing companies for their 

scrap value. Emissions reductions associated with the retirement of the 337 crushed or 

recycled vehicles have been quantified for SIP credit. 

Quantification Methodology: 

Quantification of benefits for this program follows the MoSERS methodology. The annual 

emissions benefit associated with destroying these vehicles was based upon an average 

emissions rate for a given model year of vehicle; thus NCTCOG anticipates that the results 

quantified below are conservative, as the 337 vehicles retired through the auction lot pilot 

program likely emitted at higher than average rates. In addition, staff considered EPA's salvage 

rate that six percent of the vehicles will be scrapped each year and a four percent deterioration 

rate of the emissions repairs effectiveness. Additional information is available in the Dallas 

County Constables Emissions Enforcement Program Final Report, which was published by 

NCTCOG in December 2008 and is available online at 

www.nctcog.org/trans/air/hevp/SuePope2008FinaiReport jp.pdf. 

Results NOx (tons/day) VOC (tons/day) 

Reductions Committed 0 0 

Reductions Achieved 0.018 0.016 

STRATEGY NAME: REGIONAL SMOKING VEHICLE PROGRAM 

Background/Description of Strategy: 

The North Central Texas Regional Smoking Vehicle Program (RSVP) is designed to encourage 

North Texans to voluntarily maintain and repair their vehicles and to promote public awareness 

regarding the harmful emissions and air pollution caused by smoking vehicles. By utilizing the 

existing AirCheckTexas Repair and Replacement Assistance Program infrastructure, the 

incorporation of RSVP will encourage greater participation by providing local solutions to vehicle 

owners. 

Summary of Progress through 2009: 

Page 18 of 20 
From March 2007 through March 2009, RSVP received a total of 18,288 smoking vehicle 

reports. Once a report was received, HEVP staff mailed a notice of the report to the registered 

owner of the vehicle, including information about RSVP and the AirCheckTexas Drive a Clean 

Machine Program, offering vehicle repair or replacement assistance. A follow up survey, also 

sent to the vehicle owners, showed 394 vehicle owners applied to participate in the 

AirCheckTexas Drive a Clean Machine Program to get assistance with either vehicle repairs or 

replacement. The survey also revealed the average cost to repair their vehicles was $827. 

STRATEGY NAME: PAY-AS-YOU-DRIVE INSURANCE PILOT PROGRAM 

Background/Description of Strategy: 

Currently underway in North Central Texas, the Pay-As-You-Drive (PAYD) Insurance Pilot 

Program is a mileage-based vehicle insurance program. This program permits drivers to pay 

their automobile premiums on a variable scale, dependent upon how much they drive each 

vehicle. Since the cost of coverage is directly tied to use of the vehicles, PAYD insurance is a 

strong incentive to drive less and; thereby, pollute less. This strategy compliments current RTC 

efforts not only to reduce vehicle miles traveled but also to promote the concept of sustainable 

development throughout the region. 

Summary of Progress through 2009: 

NCTCOG completed a PAYD Insurance Pilot Program in 2007 with a final report published in 

November 2008. Over 3,000 North Central Texas drivers participated in the program, which 

resulted in a net reduction in vehicle miles traveled of 5 percent or 560 miles annually. Per 

driver, this translates into roughly 0.43 tons per day in potential NOx emissions reductions, 

assuming a regional market penetration rate of 10 percent could be achieved. As of 2009, 

Progressive Insurance, On-Star, and MileMeter have begun offering PAYD options to residents 

in North Central Texas. NCTCOG continues to support this initiative through legislative and 

other avenues. 

STRATEGY NAME: SUSTAINABLE SKYLINES 

Background/Description of Strategy: 

Dallas was chosen as the first city in the country to test a new initiative aimed at bringing 

cleaner air to the DFW area. The city is teaming up with NCTCOG and the EPA in a joint 

venture called "Sustainable Skylines". The Sustainable Skylines venture will include projects 

such as: replacing taxis and rental cars with ultra-low or zero-emitting vehicles, encourage 

construction of energy-efficiency affordable homes, helping to reduce air emissions from Dallasarea industries, and replacing lawn maintenance equipment and small utility vehicles with 

electric powered equipment. If the Dallas pilot is successful, the initiative could be used as a 

model for other cities in the region and areas in the country. 

Summary of Progress through 2009: 

NCTCOG, the City of Dallas, and EPA Region 6 staff worked together to implement various 

strategies through the Dallas Sustainable Skylines Initiative (DSSI) from 2007 through 2009. 

Among the various efforts pursued were the North Central Texas Green and Go Clean Taxi 

Partnership (quantified as part of the NCTCOG Clean Vehicle Program), the City of Dallas "Mow 

Down Air Pollution" lawn mower exchange event in June 2008, and construction of forty homes 

certified to the Leadership in Energy and Environmental Design (LEED) Silver rating. The 

following table provides a comprehensive list of measures which have been quantified from April 

1, 2007 to July 31, 2009 by DSSI partners. In addition, the City of Fort Worth and City of Plano 

Page 19 of 20 
hosted lawnmower exchange programs similar to that administered by the City of Dallas, 

achieving additional reductions. 

Partner Action 

City of Dallas Purchased 40% green power 

Opened new, Qreen buildinQs (LEED or equivalent) 

Spray valve replacement (Dallas Water Utilities) 

Solar panels at Trinity River Audubon Center 

IKEA Installed 150 compact fluorescent lightbulbs (CFLs) in Frisco 

store 

Purchased 1 0% Renewable Enerav 

Envirogard Delivered 6 propane lawn mowers 

Green Mountain Energy Donated 5,000 CFLs to community 

Dallas Habitat for Humanity Completed 1 0 LEED Silver certified homes 

Yellow Cab Put into service 8 new hybrid taxis (current total: 25) 

Agriboard 12 commercial buildings constructed 

Niagara Conservation 3500 energy efficiency (EE) kits distributed with Atmos Energy 

EE kits being distributed with City of Dallas 

Energy Xtreme 1 regenerative unit in Dallas Police Department for 6 months 

KDFW Fox 4-KDFI 27 Shutoff of analoQ transmitters 

Ferrier Custom Homes 5 green homes constructed and 3 commercial buildings 

constructed 

JC Penney Upgrade of air conditioner in 1 Dallas-area store 

TCEQ Save+ (at Richland, Powder painting process upgrades, upgrade of fluorescent 

Cedar Valley, and bulbs from T12 to T8, materials recycling 

Brookhaven Community 

Colleges 

Page 20 of 20 
Table 1: Quantification of Voluntary Mobile Source Emission Reduction Programs (VMEP) and Other Local Programs for the 

Dallas-Fort Worth Ozone Nonattainment Area 

Note: The programs, projects, and emissions reductions outlined in this table are not recommendations for future VMEP or other State Implementation Plan (SIP) 

commitments to be included in any new emissions modeling analysis or 8-hour ozone standard analysis. This table and the accompanying report are intended only to 

document fulfillment of previous SIP commitments 

Detailed Emlulons Reduc:tlons for the Attainment Demonsntlon SIP 

(Implementation Deadline March 2001) 

Nitrogen OxldH (NOJ 

Emlulons Emissions 

Program/Project Reductions Reductions 

Committed Achieved' 

(tons/diY) (tons/diY) 

Voluntan Mobile Source Emission Redu.ctJon Programs 

Clean 2006 Clean Fleet Vehide Call for Projects (CFP) O.Q76 

Vehide NCT Clean School Bus Program - 2007 CFP 0.240 0.009 

Program North Texas Green and Go Clean Taxi Partnership 0.000 

Employee Trip Reduction PrograrTf 0.430 0.440 

Locally Enforced ldlina Restriction~ 0.620 0.500 

Diesel Freight Vehicle Idling Reduction Program 0.330 0.000 

SmartWay Transport Demonstration Project 0.002 0.000 

Public Agency Policy for Construction Equipment 0.056 0.000 

Aviation Efficiencies 0.950 0.950 

Subtotal 2.628 1.975 

Other Local Programs 

light Emitting Diode (LED) Traffic Signal Replacement Program - NO 

Blue Skyways Collaborative - NO 

AQ Marketing and Outreach - NO 

Intelligent Transportation Systems (ITSf ·' - 5.910 

Parking Cash-Out Program - NO 

Truck Lane Restrict.ion Program2 - 0.013 

Roadway Peak Period Pricing - NO 

Control Strategy Catalog Review - NO 

ArteriaVFreeway Bottlenecks - NO 

!Traffic Signallmprovementsu - 0.628 

Sustainable Development - NO 

SmartWay Transport Partnership - NO 

AirCheckTexas Repair and Replacement Assistance Program - 0.547 

High Emitting Vehicles - NO 

Regional Emissions Enforcement Program - 0.018 

~onal Smoking Vehicle Program - NO 

Pay-As-You-Drive (PAYDllnsurance Pilot Program - NQ 

Sustainable Skylines - NQ 

Subtotal 0.000 7.116 

Grand Total 2.128 11.091 1 Emissions Reductions Achieved reflect projects/activities implemented by March 2009 

2

Benefits Quantified using 2009 Emission Inventory emission factors 

Balance of 

Emlaslons 

Reductions 

(tonsldly) 

-0.155 

0.010 

-0.120 

-0.330 

-0.002 

-0.056 

0.000 

-0.653 

NQ 

NO 

NO 

5.910 

NO 

0.013 

NO 

NO 

NO 

0.628 

NO 

NO 

0.547 

NO 

0.018 

NO 

NO 

NO 

7.116 

U83 

Volltlle Organic Compounds (VOCs) 

Emissions Emissions Balance of 

Reductions Reductions Emissions 

Committed Achieved' Reductions 

(tons/day) (tons/ct.y) (tons/day) 

0.019 

0.050 0.000 -0,031 

0.000 

0.280 0.470 0.190. 

0.025 0.016 -0.009 

0.014 0.000 -0.014 

0.000 0.000 0.000 

0.007 0.000 -0.007 

0.2<10 0.240 0.000 

0.616 0.745 0.129 

- NO NO 

- NO NO 

- NO NO 

- 2.'433 2.<133 

- NO NO 

- 0.001 0.001 

- NO NO 

- NO NO 

- NO NO 

- 1.343 1.343 

- NO NO 

- NO NQ 

- 1.016 1.016 

- NO NO 

- 0.017 0.017 

- NO NO 

- NO NO 

- NO NO 

0.000 4.809 4.809 

0-118 5.554 4.9311 

3

Not all reductions for ITS and Traffic Signal Improvements are surplus for SIP purposes, as 5.60 tons/day of NOx reductions and 1.28 tons/day of VOC reductions were 

necessary to meet Motor Vehicle Emissions Budgets for the Transportation Conformity for the Dallas-Fort Worth Area Mobility 2030: 2009 Amendment. 

NQ = Not Quantified