North Central Texas Council Of Governments

TO: WalkerWilliams 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 ofGovernments (NCTCOG) has identified the emissions reduction achievements ofinitiatives listed as VoluntaryMobile Source Emission Reduction Programs (VMEP) commitments and OtherLocalPrograms in the Adopted Dallas-FortWorth (DFW)Attainment Demonstration State Implementation Plan (SIP) Revision forthe 1997 8- HourOzone Standard, which was approved on May 23, 2007. The attached report enumerates emissions benefits realized as ofMarch 2009 and discusses progress made for each strategy forthe purpose ofdocumenting fulfillment of SIP commitments. Thetable belowoutlines reductions originally committed to by NCTCOGthrough implementation ofVMEP strategies, as well as estimated reductions achieved by March 2009

. As noted in Appendix H ofthe SIP revision referenced above, any deficit in VMEP benefits may be metthrough utilization ofsurplus emissions reductions resulting from implementation of otherTransportation Emission Reduction Measures (TERMs). Five ofthe Other Local Programs have yielded quantifiable emissions reductions. A portion ofbenefits achieved from implementation ofTraffic Signal Improvements and IntelligentTransportation Systems have previously been utilized to meet MotorVehicle Emissions Budgets (MVEBs) in the Transportation Conformityforthe DFWArea Mobility 2030: 2009Amendment (2009 Conformity); however, some surplus benefits are still available from these programs. Therefore, NCTCOG proposesto utilize surplus benefitsfrom Other Local Programsto make up the deficit ofreductions achievedthrough implementation ofVMEP 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 MotorVehicle Emissions Budgets in 2009 Conformity GrandTotal 

### 2.63 3.49

616 Six Flags Drive, CenterpointTwo 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



### 4.27Mr. WalkerWilliams Page Two August 26, 2010

The programs listed in this report are not recommendations forfuture VMEP orother SIP commitments to be included in any newemissions modeling analysis or8-hourozone standard analysis. Evaluation ofthese control strategies forthe SIP revision triggered by reclassification ofthe DFWozone nonattainment area to "serious" is notyet advanced enough to determine feasibility oreffectiveness. NCTCOGwill continue to workwith the Texas Commission on Environmental Qualityto identify appropriate control strategy recommendations to address this need. Ifyou 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-FortWorth Regional OfficeATTACHMENT

REPORT ON PROGRESSAND RESULTS OF SELECTED CONTROLSTRATEGIES LISTED IN THE ADOPTED DALLAS-FORTWORTH AIR QUALITY STATE IMPLEMENTATION PLAN REVISION FORTHE 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 ofthe VMEP initiatives and Other Local Programs outlined below are available in Appendix Hand Chapter4 ofthis 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 oraccounted for in some other manner. STRATEGY NAME: CLEAN VEHICLE PROGRAM Background/Description ofCommitment: 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 ofthis 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 encouragethe utilization ofnew, cleanervehicles in several different fleets. Clean FleetVehicle Call for Projects: Local governmentfleets are a large focus ofthe 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) emissionsfrom public entityfleetvehicles. 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 1of20provide 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 ofdiesel 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 DFWozone 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 oftaxicabs through the NorthTexas Green & Go Clean Taxi Partnership. SummaryofProgressthrough 2009: Implementation of projects funded through the Clean Fleet Vehicle Call for Projects began during 2007. As of2009, 148 ofthe 190 funded vehicle replacement or repower activities had been implemented. The remaining projects were still in progress and were anticipated to be implementedwithin 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 ofthis program was to educatefleets and the public about the emission benefits ofreducing 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 ofeight hybrid vehicles for use as taxicabs in the DFW ninecounty ozone nonattainment area. The education and outreach component ofthis 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 greentaxi 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) VolatileOrganicCompounds (VOC)_{tons/day) Reductions Committed 0.24 0.05 ReductionsAchieved 0.085 0.019

Page 2of20STRATEGY NAME: EMPLOYEE TRIP REDUCTION PROGRAM Background/Description ofCommitment: 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 airquality issues • Ride-matching services and supportfor carpools • Parking management programs • Guaranteed oremergency ride home programs • Telecommuting/teleconferencing center(s) operation • Employertransportation coordinatortraining • Educational, promotional, and incentive programsforalternativetravel modes By taking advantage of alternative transportation system options while partnering with transit authorities and othertransportation agencies, TMAs will strengthen their influence and positive impact on mobility and accessibility around employment and activity areas. Summaryof Progressthrough 2009: The number of employers participating in the ETR Program has grown every year since fiscal year (FY) 2007. Atthe end of FY 2009, there were atotal of600 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 CountyTransportation 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 alternativesto driving alone. Those alternatives include ridesharing, walking, biking, telecommuting, transit, and flexible work schedules. The Regional Vanpool Program which is also a part ofthe 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 poundsforthe vanpool program.

Page 3of20Quantification Methodology: R d f P t dV I

e uc 1on ercen aJes an aues

# c I U d urrently se : Mobility Plan BestWorkplacesfor NCTCOG SIP Post- Model Post- Process Commuters (BWC) Goal Process 30% average 14% 20% 8% 4% perdistrict

- 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 a20 percent minimum reduction in vehicle commute trips. SIP Methodologyfor**NO~** and VOC Reductions (ETR Program): • Total numberofactive ETR program employees registered with DART and The T
= 107,300 • Total number ofemployees 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 ofemployment by district (-0.5%, 0%, or0.5%) • Employment density by district (-1% or 1%) • Congested facilities by district (-1%, 0%, or 1%) • Density oftransit stops by district (-0.5%, 0.25% or 0.5%) • Light rail or commuter rail stations by district (-0.5% or 0.5%) • High-OccupancyVehicle entrance/exit ramps by district (-0.5% or0.5%) • Districts locatedwithin aTMA service area (-0.5% or0.5%) 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



### ·1 d If . b fit tr d . th t bl b I m1 es per ay, resu 1ng 1n em1ss1on ene 1 sou 1ne In e a e eow. Light DutyVehicle 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 Page4 of20LDDV 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 hourwere usedforthis analysis. Results 

### NOx (tons/day) VOC (tons/day) Reductions Committed 0.43 0.28 ReductionsAchieved 0.44 0.47 STRATEGY NAME: LOCALLY ENFORCED IDLING RESTRICTIONS Background/Description ofCommitment: 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 ofeach year and limits idling over five consecutive minutes for vehicles with a gross vehicle weight rating of 14,000 pounds or greaterwhen 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 ajobfunction 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 avehicle rented or leased to a person that is not employed by the owner. Lastly, forvehicles with a sleeper berth, an exemption existed through September 1, 2009, fordrivers on agovernment 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. Staffwas available, upon request, to present information to local city councils and county commissioner courts on the benefits ofadopting 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 ofidling 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. SummaryofProgressthrough 2009: As of 2009, 18 local governments (16 cities and 2 counties) had adopted the State idling restrictions rule (Texas Administrative Code 30- 

### § 114.510-517). Quantification Methodology: In 2009, approximately 72.76 tons per day of NOx and 2.92 tons per day ofVOC in 2009 were emitted by Class 8a, and 8b heavy-duty diesel vehicles. NCTCOG utilized EPA assumptions Page 5of20that 3.4 percent ofthe total emissions calculated by MOBILE6.2for 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 ofthe 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 of0.50tons perday and VOC emissions of0.016 tons perday.
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 ofCommitment: A variety of diesel freight vehicles contribute to the region's air quality concerns. The vast majority offreight 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 automaticstart-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. SummaryofProgressthrough 2009: As of 2009, NCTCOG had awarded funds to four subrecipients for implementation of 20 auxiliary power units, 1electrified truck stop, and 2 heavy-duty hybrid vehicles underthe 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 bythe 2009 ozone season and; therefore, cannot be credited forthis SIP. Quantification Methodology: NotApplicable, as no benefits quantified for2009.
Results NOx (tons/day) VOC (tons/day) Reductions Committed 0.33 0.01 Reductions Achieved 0 0 STRATEGY NAME: SMARTWAysM TRANSPORT DEMONSTRATION PROJECT Background/Description ofCommitment: The SmartWay Transport Partnership (SmartWay), established by EPA in 2004, is a voluntary public-private partnershipwith the groundfreight industry. Truck and rail freight is integral to the nation's economy; however, heavy-duty diesel vehicles are major consumers offossil fuels and Page 6 of20major 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 fortruck and rail freight operators. One ofthe SmartWay strategies is to incorporate technologies on heavy-duty diesel trucks that reduce fuel use and emissions. A variety oftechnologies 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. SummaryofProgressthrough 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 oftrucks 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 September2008, 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, ratherthan multiplying the same level ofactivity bythe 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 ReductionsAchieved 0.0002 Not Quantified Because emissions reductions were calculated strictly based upon idle reduction, VOCs were notquantified. STRATEGY NAME: PUBLIC AGENCY POLICY FOR CONSTRUCTION EQUIPMENT Background/Description ofCommitment: Controlling emissions from construction equipment can be done technologically through use of cleaner engines and retrofits and operationallythrough better practices such as reduced engine Page 7 of20idling. 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 equipmentthat 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. Summaryof Progressthrough 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 implementthis policy. Staff had also begun to develop a Model Specificationwhich local governmentsthroughoutthe 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 grantfunding which could be used to upgrade construction equipment in orderto facilitate equipment replacements/repowers/retrofits throughoutthe industry. Quantification Methodology: NotApplicable, as no benefits quantified for 2009. Results NOx (tons/day) VOC (tons/day) Reductions Committed 0.056 0.0075 ReductionsAchieved 0 0 STRATEGY NAME: AVIATION EFFICIENCIES Background/Description ofCommitment: This strategy includes implementation ofavariety offuel 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 orplanned forfuture operations. These include: • Additional electrification ofground support equipment (GSE) • Gate electrificationto eliminate use ofaircraftAPUs • Groundtugs for pushbackto minimize use of reverse thrustfrom main aircraft engines • Improve efficiency during taxi and allow increased opportunity for pilots to engage in single-enginetaxiing Summaryof Progressthrough 2009: Page 8of20As 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 benefitsfor NOx and VOC. The decrease in NOx and VOC emissions can be attributed to the following improvements: • Decreased operationsfrom 2002 to 2005 • Update aircraftfleet-mix • Gate electrification • Aircraftfleet turn-over • Reduced timefortaxi-inand taxi-out • Electrification ofGSE 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 NOxbenefits from all airports in the DFW nonattainment area. DFWIAAND DALLAS LOVE FIELDAIRCRAFTAND 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 2009Aircraft EmissionsAdjustment 0.790 11

.200 0

.260 12.250 2009 GSE Emissions Adjustment 0.015 1

.430 0

.018 1.463 TotalAirportAdjustment 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 inthe Inventory TotalAirport EmissionsAdjustments 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 belowdocument progress on each measurethrough 2009. Page 9of20STRATEGY NAME: LIGHT-EMITTING DIODE TRAFFIC SIGNAL REPLACEMENT PROGRAM Background/Description ofStrategy: 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 ofavailable LED technologies and guidelinesfor implementation ofthese technologies. Summaryof 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 ofStrategy: 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. SummaryofProgressthrough 2009: Since 2007, NCTCOG staff has continued to participate in conference calls, conferences, and webinars hosted bythe Blue Skyways Collaborative. Staff has also been awarded grantfunding 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 MARKETINGAND OUTREACH Page 10 of20Background/Description ofStrategy: 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 AirCoalition. SummaryofProgressthrough 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 otherfleets already using clean fuels and technologies to help guidefleets 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 bythese efforts. STRATEGY NAME: INTELLIGENTTRANSPORTATION SYSTEMS Background/Description ofStrategy: 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 of20programs 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 ofthe freeway system in Collin, Dallas, Denton, and Tarrant counties. Summary ofProgressthrough 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 offreeways in the four counties. NCTCOG implemented 37 ITS projects from 2007-2009 at atotal cost of$59,186,821. Quantification Methodology: Methodology for quantification of ITS systems is documented in Appendix 9.19 of the Transportation Conformityforthe DFWArea Mobility2030: 2009Amendment (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 ofStrategy: Parking Cash-Out (PCO) is an employee transportation benefitthat offers workers the option of giving up their employer-subsidized parking space in exchange for its equivalent monetaryvalue 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 gainedfrom research and a pilot study conducted by NCTCOG. SummaryofProgressthrough 2009: NCTCOG partnered with a local transit agency better suited to manage the pilot project while acting as an advisorto the program. Due to challenges related to funding and timing, the DART PCO Pilot Project start date was unable to commence. NCTCOG staffwill reassess and work with DART stafffor development ofthis projectforfiscal year2011. STRATEGY NAME: TRUCK LANE RESTRICTION PROGRAM Background/Description ofStrategy: 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 DFWarea from August 2005to January2006. 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 of20speeds. Consequently, NOx and VOC emissions produced by trucks also decreased. Greater emissions benefits will be expected as thetruck lane restriction is implemented region-wide. Summaryof Progressthrough 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 oftruck 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 ofthe 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 differentthan in the Truck Lane Pilot Study report, as NCTCOG used 2009 Emission Inventory emission factors to complete quantificationforSIP purposes. Results 

### NOx (tons/day) 

### VOC (tons/day) Reductions Committed 0 0 ReductionsAchieved 0.013 0.001 STRATEGY NAME: ROADWAY PEAK PERIOD PRICING Background/Description ofStrategy: 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 avalue pricing pilot study, which may be implemented by the year2008 orearlier. Depending upon the results ofthe 1-30 value pricing pilot study, value pricing may be implemented in othercongested areas in North Central Texas. Summaryof Progressthrough 2009: The region continues to pursue Roadway Peak Period Pricing. 1-30 remains the corridorforthe value pricing pilot study when initiated. This corridor will provide valuable data to help in the implementation ofvalue pricing in future corridors around the region. In addition, as part ofthe 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 13of20Background/Description ofStrategy: Cost benefit analysis was performed for 61 of 164 total short listed control strategies in development ofthe 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 ifthey can be used as additional effortsfor implementation consideration. SummaryofProgressthrough 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 ofStrategy: 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 ofthese projects will reduce vehicular delays and travel time, which reduces transportation-related emissions due to inefficienttraffic patterns. SummaryofProgressthrough 2009: NCTCOG implemented 55 Freeway Interchange/Bottleneck projects from 2007-2009 at a total cost ofapproximately $1 billion. STRATEGY NAME: TRAFFIC SIGNAL IMPROVEMENTS Background/Description ofStrategy: 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 ofthe traffic signal improvement program in the North Central Texas region is placed upon majorarterial corridors, where synchronizing asuccession oftraffic signals to operate as a continuous system has a great impact on a large volume oftraffic. These improvements result in a more consistent travel speed and reduced delay, which reduces vehicularemissions due to frequent starts, stops, and unnecessary idling. Summaryof Progressthrough 2009: NCTCOG implemented 34 traffic signal improvement projects from 2007-2009 at atotal cost of $16,418,947. Quantification Methodology:

Page 14of20Methodologyforquantification oftraffic 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 Inventoryemissionfactors. Results NOx (tons/day) VOC (tons/day) Reductions Committed 0 0 ReductionsAchieved 0.628 1.343 STRATEGY NAME: SUSTAINABLE DEVELOPMENT Background/Description ofStrategy: The promotion ofsustainable development has become a specific objective ofthe 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 orderto 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 lowerVMTwill lead to reduced transportation-related emissions. SummaryofProgressthrough 2009: NCTCOG staff continues to promote and pursue sustainable development efforts and has been pursuing a methodologyto 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. Ofthese, 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 potentialforadditional emissions benefitsto be estimated in the future. STRATEGY NAME: SMARTWAYTRANSPORT PARTNERSHIP Background/Description ofStrategy: The SmartWay Transport Partnership (SmartWay), established by EPA in 2004, is a voluntary, public-private partnershipwith the groundfreight industry. Truck and rail freight is integral to the nation's economy; however, heavy-duty diesel vehicles are major consumers offossil fuels and major contributors to air pollution. SmartWay promotes a variety of strategies designed to reduce energy consumption and vehicle emissionsthat also lead to a reduction in costs fortruck and rail freight operators. NCTCOG has partnered with EPA to support the SmartWay initiative Page 15 of20in the DFW area through demonstration projects, outreach efforts, and development of atruck dealer network. Improvements in fuel efficiency will be directly proportional to reduced fuel use and emissions. Summary of Progressthrough 2009: NCTCOG has continued to promote and support SmartWay as an Affiliate ofthe 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 orderto encourage fleets to participate. In addition, NCTCOG began to promote awareness of SmartWay-certified passengervehicles in conjunction with the AirCheckTexas program. STRATEGY NAME: AIRCHECKTEXAS REPAIR AND REPLACEMENTASSISTANCE PROGRAM Background/Description ofStrategy: The High-Emitting Vehicle Program (HEVP) supports high-emitting vehicle maintenance and replacement. Specifically, the HEVP Program will administerthe 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. Summaryof Progressthrough 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 administerthis 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 oldervehicle to replace with a newer, cleanervehicle. 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 significantlyfrom $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 ofStrategy: 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 of20ACT Program to reach a larger audience that does not qualify to participate underACT 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 enforcementtraining, and research and development projects. SummaryofProgressthrough 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. Staffworked 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 (FORMERLYTHE DALLAS EMISSIONS ENFORCEMENT PROGRAM) Background/Description ofStrategy: 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 orcounterfeit 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 forthose 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 forfuture programs throughoutthe nonattainment region. Summaryof Progress through 2009: HEVP staff assisted with the expansion ofthe 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 staffcontinues 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 staffworked 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 of20officers 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 ofall on-road citations issued in theircounty. 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 ofthis 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 fortheir scrap value. Emissions reductions associated with the retirement of the 337 crushed or recycled vehicles have been quantifiedfor 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 higherthan average rates. In addition, staffconsidered EPA's salvage rate that six percent ofthe vehicles will be scrapped each year and afour 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 ofStrategy: The North Central Texas Regional Smoking Vehicle Program (RSVP) is designed to encourage North Texans to voluntarily maintain and repairtheirvehicles 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 Progressthrough 2009: Page 18 of20From 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 ofthe report to the registered owner ofthe 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 costto repairtheirvehicles was $827. STRATEGY NAME: PAY-AS-YOU-DRIVE INSURANCE PILOT PROGRAM Background/Description ofStrategy: 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 ofthe 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 developmentthroughoutthe region. Summaryof Progressthrough 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 otheravenues. STRATEGY NAME: SUSTAINABLE SKYLINES Background/Description ofStrategy: 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 ofenergy-efficiency affordable homes, helping to reduce airemissionsfrom 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 othercities 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 ofthe NCTCOG Clean Vehicle Program), the City of Dallas "Mow Down Air Pollution" lawnmower exchange event in June 2008, and construction offorty homes certified to the Leadership in Energy and Environmental Design (LEED) Silver rating. The following table provides acomprehensive list ofmeasures which have been quantifiedfrom April 1, 2007 to July 31, 2009 by DSSI partners. In addition, the City of Fort Worth and City of Plano Page 19of20hosted lawnmower exchange programs similar to that administered by the City of Dallas, achieving additional reductions.

Partner Action City ofDallas Purchased 40% green power Opened new, Qreen buildinQs (LEED orequivalent) Sprayvalve replacement (DallasWater Utilities) Solar panels at Trinity RiverAudubon Center IKEA Installed 150 compact fluorescent lightbulbs (CFLs) in Frisco store Purchased 10% Renewable Enerav Envirogard Delivered 6 propane lawn mowers Green Mountain Energy Donated 5,000 CFLsto community Dallas Habitatfor Humanity Completed 1 0 LEED Silvercertified homes Yellow Cab Put into service 8 new hybrid taxis (currenttotal: 25) Agriboard 12 commercial buildings constructed Niagara Conservation 3500 energy efficiency (EE) kits distributedwithAtmos Energy EE kits being distributedwith City of Dallas EnergyXtreme 1 regenerative unit in Dallas Police Departmentfor 6 months KDFW Fox4-KDFI 27 ShutoffofanaloQ transmitters FerrierCustom Homes 5 green homes constructed and 3 commercial buildings constructed JC Penney Upgrade ofairconditioner in 1 Dallas-area store TCEQ Save+ (at Richland, Powder painting process upgrades, upgrade of fluorescent CedarValley, and bulbs from T12 to T8, materials recycling Brookhaven Community Colleges

Page 20 of20Table 1: QuantificationofVoluntary Mobile Source Emission Reduction Programs (VMEP) and Other Local Programsforthe Dallas-FortWorth Ozone NonattainmentArea Note: Theprograms,projects, andemissions reductions outlinedin this table are notrecommendations forfuture VMEPorotherState Implementation Plan ( SIP ) commitments to be includedin anynewemissionsmodelinganalysis or8-hourozone standardanalysis

. This table andthe accompanying reportare intendedonlyto documentfulfi ll mentof previous SIPcommitments Detailed Emlulons Reduc:tlonsfortheAttainmentDemonsntlonSIP (Implementation DeadlineMarch2001) NitrogenOxldH(NOJ Emlulons Emissions Program/Project Reductions Reductions Committed Achieved' (tons /diY) (tons/diY) Voluntan MobileSource Emission Redu

. ctJon Programs Clean 2006Clean FleetVehideCall for Projects (CFP) O.Q76 Vehide NCTClean School Bus Program

- 2007 CFP 0

.240 0

.009 Program NorthTexas Green and GoClean Taxi Partnership 0

.000 Employee Trip Reduction PrograrTf 0

.430 0

.440 Locally Enforced ldlina**Restriction~** 0

.620 0

.500 Diesel FreightVehicle Idling Reduction Program 0

.330 0

.000 SmartWayTransport Demonstration Project 0

.002 0

.000 PublicAgency Policy for Construction Equipment 0

.056 0

.000 Aviation Efficiencies 0

.950 0

.950 Subtotal 2

.628 1

.975 OtherLocal Programs lightEmitting Diode (LED)Traffic Signal Replacement Program 

## - NO Blue Skyways Collaborative


### - NO AQ Marketing and Outreach 

## - NO IntelligentTransportation 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 !TrafficSignallmprovementsu 

### - 0

.628 Sustainable Development 

## - NO SmartWayTransport Partnership 

## - NO AirCheckTexas Repairand ReplacementAssistance Program 

# - 0

.547 High EmittingVehicles


## - NO Regional Emissions Enforcement Program 

## - 0

.018**~ona l**  Smoking Vehicle Program


### - NO Pay-As

-You-Drive (PAYDllnsurance Pilot Program 

## - NQ Sustainable Skylines



### - NQ Subtotal 0

.000 7.116 GrandTotal 2.128 11

.091 1Emissions Reductions Achieved reflect projects/activities implemented by March 2009 2Benefits Quantified using 2009 Emission Inventoryemission factors Balanceof 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 VolltlleOrganicCompounds (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

3Not all reductions for ITS and Traffic Signal Improvementsare surplusfor SIP purposes,as 5.60tons/day ofNOx reductions and 1.28tons/day ofVOC reductionswere necessary to meet MotorVehicle Emissions Budgetsforthe Transportation Conformityforthe Dallas

-FortWorth Area Mobility2030:2009 Amendment. NQ

### =NotQuantified