2007 Ozone Plan 

Chapter 9 

 

Local, State, and Federal Controls 
2007 Ozone Plan 

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Chapter 9: Local, State, and Federal Controls

9.1 INTRODUCTION 

This chapter presents the fourth facet of the District’s control strategy: local, state, and 

federal controls. The eight Councils of Government that serve the San Joaquin Valley 

have provided the local control information. 

9.2 LOCAL COMPONENT: MEASURES TO REDUCE EMISSIONS BY IMPROVING 

VEHICLE USE 

Motor vehicles are a large source of ozone precursor emissions in the San Joaquin 

Valley. The District is in a partnership with federal, state, and local agencies to combine 

efforts to reduce the impact of motor vehicles on air quality. This cooperative integration 

of numerous agencies addresses the difficult challenge of balancing the need to provide 

increased mobility for the enhancement of the social and economic well being of our 

valley, with the equally important goal of attaining healthy air quality for all the residents. 

The District is involved in reducing emissions from motor vehicle use primarily through 

its Indirect Source Review (ISR) and school bus replacement programs; additional 

District control options for motor vehicle use (including incentives) are presented in 

Chapter 7, Chapter 8, and Appendix I in this Plan. Also, ARB controls motor vehicle 

emissions by establishing motor vehicle emissions standards and motor vehicle fuel 

formulations; additional ARB measures developed for 8-hr ozone are described in 

section 9.3 of this Plan. 

The San Joaquin Valley has eight federally designated Metropolitan Planning 

Organizations (MPOs), which represent the eight counties of the San Joaquin Valley Air 

Basin. Collectively, the San Joaquin Council of Governments, the Stanislaus Council of 

Governments, the Merced County Association of Governments, the Madera County 

Transportation Commission, the Council of Fresno County Governments, Kings County 

Association of Governments, the Tulare County Association of Governments and the 

Kern Council of Governments work in concert with their numerous cities, public interest 

groups, the District, state, and federal agencies in order to create regional transportation 

plans (RTPs). The eight MPOs are also referred to as the Regional Transportation 

Planning Agencies (RTPAs) for the San Joaquin Valley. 

9.2.1 Legislative Requirements 

The federal Clean Air Act (CAA) regulates air pollutant emissions from area, stationary, 

and mobile sources. In addition, the CAA authorizes the EPA to establish NAAQS to 

protect public health and the environment. The goal of the CAA is to set maximum 

pollutant standards and direct the states to develop SIPs for achieving and maintaining 

these standards. 
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Because emissions from motor vehicles make a significant contribution to air pollution, 

the SIP establishes an emissions budget for each pollutant for the attainment year, as 

well as reasonable further progress milestone years. This serves as a regulatory limit for 

on-road mobile source emissions. As a condition to receive federal transportation 

funding, transportation plans, programs, and projects are required to meet those 

emission budgets through strategies that increase the efficiency of the transportation 

system and reduce motor vehicle use. 

Transportation plans and programs within the San Joaquin Valley Air Basin are also 

required to conform with the air quality plans in the region, as established by the Clean 

Air Act and reinforced by the Safe, Accountable, Flexible, Efficient Transportation Equity 

Act: A Legacy for Users (SAFTEA-LU). This act is the foundation for federal surface 

transportation laws. Transportation conformity is discussed in Section 9.2.3 and in 

Appendix C of this Plan, which includes supporting documentation for the development 

of the conformity budgets. 

 

The Valley MPOs have limited legal authority to implement emission reduction 

measures. However, their status as Regional Transportation Planning Agencies places 

them in a position to help coordinate and facilitate consensus among their member 

jurisdictions, which do have authority to implement local measures. 

The MPOs and their member jurisdictions have adopted Reasonably Available Control 

Measures (RACM) affecting motor vehicle use in the Valley. Three sets of RACM have 

been adopted in the past five years for the following District-adopted air quality plans: 

(1) The 2002/2005 Amended Rate of Progress Plan for San Joaquin Valley Ozone; (2)

The Amended 2003 PM10 Plan (as amended on December 20, 2003); and (3) The

2004 Extreme Ozone Attainment Demonstration Plan.1

 Of these, EPA has only 

approved the measures for the 2003 PM10 Plan into the SIP.2

 The transportation 

RACM for the 2003 PM10 Plan provide for the reduction of NOx and direct PM10 

emissions for attainment of the PM10 standards by December 31, 2010. Implementation 

of these measures is underway. 

For the 2007 Ozone Plan, the SJV MPOs drafted the local RACM approach for the 8-

hour Ozone Plan. Documentation regarding the proposed implementation of the 

recommended RACM strategy was transmitted for interagency consultation. A 

response to comments received was prepared. It is important to note that the NOx 

measures developed for the 2003 PM10 Plan will help attain the federal 8-hour ozone 

standards; however, since they are already federally approved, they are not included in 

this plan by reference. 

 

Another local planning effort worth noting is the San Joaquin Valley Regional Blueprint 

Planning Process. This process will result in a “visioning” plan for the Valley on behalf 

of the eight San Joaquin Valley regional planning agencies. The goal of the SJV 

 

1

 See each individual plan for a description of the measures and the process used to develop the measures. 

2

 As of March 15, 2007, EPA has taken no final approval action on the Amended 2002/2005 Rate of Progress Plan 

for San Joaquin Valley Ozone or the 2004 Extreme Ozone Attainment Demonstration Plan. 
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Blueprint is to develop a 2050 vision for the valley that is created and shared by its 

residents. The Blueprint is being prepared over a 2-year period from 2006 - 2008. 

Public workshops will be held on a regular basis during that time to engage the public 

on topics of regional vision, goals, evaluation of alternative planning scenarios, and 

programs and policy development. Once complete, the San Joaquin Valley Blueprint 

Planning Process will include policy and program tools to encourage local governments, 

business, and agriculture to implement the vision. The SJVUAPCD is an active 

participant in the Blueprint Process and is a sponsor of the project. 

9.2.2 Local Reasonably Available Control Measure (RACM) Strategy 

The Clean Air Act (Section 172 (c)(1)) requires State Implementation Plans (SIPs) to 

contain Reasonably Available Control Measures (RACM) to provide for attainment of 

the air quality standard as expeditiously as practicable. The San Joaquin Valley Air 

Pollution Control District (SJVAPCD) requested that the Valley Metropolitan Planning 

Organizations (MPOs) develop Local RACM for the 8-hour Ozone SIP. 

In December, 2006, the SJV MPOs prepared documentation for the Draft 

Implementation of Local Reasonably Available Control Measure (RACM) strategy (see 

Appendix C). The strategy consisted of two parts: (1) evaluation of potential RACM for 

advancing the attainment date and (2) the adoption of a Congestion Mitigation and Air 

Quality (CMAQ) policy to fund cost-effective emission reduction projects. The draft 

approach was transmitted for interagency consultation and the response to comments 

received is included in Appendix C. 

Evaluation of Potential RACM for Advancing Attainment Date

The MPOs have applied EPA’s final rule to implement the 8-hour ozone standard for 

identifying the RACM commitments. If it is demonstrated that the combined local RACM 

can not advance the attainment date by at least one year, then those additional 

measures are not deemed “reasonably available” under EPA policy and do not need to 

be included in the State Implementation Plan (SIP). It is important to note that the Draft 

approach transmitted for interagency consultation was modified slightly to address the 

Extreme classification addressed in this Plan. The evaluation of potential RACM for 

advancing the attainment date is presented in three steps as documented below. 

Step 1: A list of local control measures was developed for possible consideration. This 

list was developed from previous San Joaquin Valley RACM processes, more recent 

guidance materials, applicable SIPs, and measures suggested by the public during the 

SJVAPCD Town Hall meetings. The list is organized by CAA Section 108(f) 

transportation control measure categories. 

 

Documentation for development of the list of control measures for possible 

consideration is contained in Appendix C. Steps 1 – 6 resulted in an extensive list of 

control measures for consideration and demonstrates due diligence in identifying 

potential local RACM. It is important to note that Step 1 begins with the previous San 
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Joaquin Valley RACM processes which have been federally approved by EPA as part of 

the Amended 2003 PM-10 Plan. Step 2 addresses measures suggested by the public 

during the development of the Draft 2007 Ozone Plan. In addition, Steps 3 – 5 address 

more recent EPA guidance materials. Seven additional SIPs were considered as part of 

Step 6. In total, over 65 documents were referenced in developing the list of control 

measures for consideration. 

The resulting list of control measures for consideration contains approximately 20 new 

measures that were not considered specifically in previous analyses. However, it is 

important to note that the measures are similar to measures previously considered. In 

addition, the TCM categories in general were addressed in the emission reduction 

estimates described below. Since the emission reduction analysis concludes that the 

TCM categories will not advance attainment, the additional measures identified do not 

need to be considered explicitly. 

Step 2: Emission reduction estimates were developed for the Section 108(f) categories 

to assess the local RACM list developed above. There are 16 broad categories of 

TCMs described under Section 108(f) of the Clean Air Act (CAA). These categories are 

summarized in Table 9-1. 

Table 9-1 Clean Air Act Section 108(f) Transportation Control Measures

Category Control Measure Summary 

i Improved Public Transit 

ii High-Occupancy Vehicle (HOV) Lanes 

iii Employer-Based Plans and Incentives 

iv Trip-Reduction Ordinances 

v Traffic Flow Improvements 

vi Fringe and Transportation Corridor Parking Facilities for 

Carpool/Vanpool and Transit 

vii Limit or Restrict Vehicle Use in Downtown Areas 

viii HOV and Ride-Sharing Programs 

ix Limit Access to Roads/Sections of Metro Area to Non-Vehicular or 

Pedestrian Use 

x Bicycle Facilities 

xi Control Extended Idling of Vehicles 

xii Reduce Extreme Cold Start Emissions 

xiii Employer-Sponsored Flexible Work Schedules 

xiv Planning and Development Efforts that Reduce Single-Occupancy 

Vehicle (SOV) Travel 

xv Construction/Re-construction of Paths, Tracks or Areas for NonMotorized Transportation or Pedestrian Use 

xvi Pre-1980 Model Year Light-Duty Vehicle Scrappage 
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For the San Joaquin Valley Air Basin, each of the TCM categories in Table 9-1 was 

considered for implementation. Each TCM was evaluated for its applicability to the San 

Joaquin Valley. For those measures determined to be applicable, a careful review of 

the literature was conducted to determine the maximum feasible travel reductions 

attributable to them. NOx reductions were then computed from the estimate of the 

travel reductions. Key assumptions used to ensure that the travel and NOx reduction 

estimates represent the maximum feasible reductions in San Joaquin Valley, include: 

• Travel reductions were obtained from a recent literature review of 86 separate 

reports documenting community experience in implementing TCMs. Most of the 

communities addressed in these reports are large urban areas (e.g., Chicago, 

Philadelphia, Houston, etc.) with high population densities and high levels of 

travel. Mean travel reductions (i.e., not percent but absolute reductions in vehicle 

miles traveled) reported for these communities were used to represent an upper 

bound estimate of the reductions that could be expected for implementing these 

measures in San Joaquin Valley communities. 

• TCM effectiveness is significantly influenced by population density. Portions of 

the Valley are rural and TCMs will achieve limited travel reductions when 

implemented in those areas (e.g., measures implemented in Fresno will provide 

substantially greater reductions on both a percentage and absolute basis than 

measures implemented in Kings County). This analysis assumes that mean 

travel reductions observed for measures implemented in other communities will 

be achieved throughout the entire San Joaquin Valley regardless of differences 

in population density. 

• The travel reduction estimates are based on the implementation of multiple 

measures for most of the applicable TCM categories. The literature review 

documented the implementation of 17 categories of control measures. Thus, for 

example, three separate categories of transit programs were documented (1) 

new shuttle and/or feeder services, (2) new fixed guideway systems or 

equipment, and (3) conventional transit improvements. The travel reductions 

used to compute the NOx reductions for “Improved Public Transit” represents the 

sum of the mean travel reductions for all three transit program categories. 

• Travel reductions from TCMs are not additive, they are typically multiplicative. 

Most measures target commute trips and if all are implemented at the same time 

their impacts overlap each other (e.g., transit, rideshare, park & ride, HOV lanes, 

etc.). This analysis summed the travel reductions for multiple measures where 

applicable for each of the individual TCM categories. NOx reductions were 

computed for each of these categories on the basis of those reductions. The 

overall estimate of the NOx reduction potential for all applicable TCMs is based 

on the addition of the reductions estimated for each category. Thus, the analysis 

assumes that all of the travel reductions achieved by each of the individual TCM 

categories can be achieved when they are implemented together. 
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Table 9-2 shows the measures that were found to be applicable to the San Joaquin 

Valley, along with their maximum feasible emission reductions. As shown, the total 

reduction in NOx emissions that could be achieved from implementing all the TCMs is 

approximately 7 tons per day (tpd) in 2020 and 5 tpd in 2023. 

Table 9-2 Maximum Feasible NOx Emission Reductions from TCMs 

in the San Joaquin Valley in 2020 and 2023

NOx Reduction 

Control Measure Category (tpd) 

2020 2023 

(i) Improved Public Transit 0.11 0.09 

(ii) High-Occupancy Vehicle (HOV) Lanes 0.06 0.05 

(iii) Employer-Based Plans and Incentives 0.72 0.56 

(iv) Trip-Reduction Ordinances 0.62 0.49 

(v) Traffic Flow Improvements 0.06 0.05 

(vi) Fringe and Transportation Corridor Parking Facilities for 

Carpool/Vanpool and Transit 0.02 0.02 

(vii) Limit or Restrict Vehicle Use in Downtown Areas 0.31 0.25 

(viii) HOV and Ride-Sharing Programs 0.01 0.01 

(ix) Limit Access to Roads/Sections of Metro Area to NonVehicular or Pedestrian Use 4.23 3.41 

(x) Bicycle Facilities 0.005 0.004 

(xi) Control Extended Idling of Vehicles n/a n/a 

(xii) Reduce Extreme Cold Start Emissions 0.00 0.00 

(xiii) Employer-Sponsored Flexible Work Schedules 0.04 0.03 

(xiv) Planning and Development Efforts that Reduce SOV Travel 0.11 0.09 

(xv) Construction/Re-construction of Paths, Tracks or Areas for 

Non-Motorized Transportation or Pedestrian Use 0.003 0.002 

(xvi) Pre-1980 Model Year Light-Duty Vehicle Scrappage 0.43 0.41 

All TCMs Maximum Feasible NOx Emission Reduction 6.73 5.45 

Step 3: The emission reduction estimates were compared against the attainment 

demonstration information contained in the January 29, 2007 version of the Draft 2007 

Ozone Plan to determine if they collectively advance attainment by a full year. Three 

possible threshold estimates of the NOx reductions were identified that would be 

needed to advance attainment of the 8-hour ozone plan by one year. 

1. According to Table 11-1 of the January 29, 2007 version of the Draft 2007 Ozone 

Plan, “Black Box” measures will need to supply an additional 85 tons per day in 

NOx reductions to achieve attainment in 2023. Thus, one measure of the 

reductions needed to advance attainment by one year is the shortfall in 

reductions needed to ensure that attainment occurs in 2023. 

2. A more stringent estimate of the reductions needed to advance attainment by 

one year can be found by interpolating the 101 tons per day NOx reductions 
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needed between 2020 and 2023 to demonstrate attainment. A straight line 

allocation of those reductions over a three year period indicates that roughly 34 

tons per day would be needed to advance attainment by one year. 

3. The most stringent estimate of the reductions needed to advance attainment by 

one year comes from determining the NOx reductions required to achieve a 1 

ppb decrease in ozone (i.e., the smallest change that is measurable at controlling 

monitors). The isopleths for the Arvin and Fresno-Sierra Sky Park monitors show 

that an 8.8 tons per day reduction in NOx will be required to achieve a 1 ppb 

decrease in ozone concentrations at those monitoring sites. 

As discussed earlier, the methodology used to compute the maximum feasible travel 

and NOx reductions took no short cuts in limiting the potential reductions for the 

applicable control measures. Since this analysis shows that the maximum feasible NOx 

reductions from implementing all applicable TCMs will be approximately 7 tons per day 

in 2020 and 5 tons per day in 2023, it will not be possible to advance 8-hour ozone 

attainment in San Joaquin Valley by a single year using any of the criteria identified 

above. 

Since the analysis indicates that the combination of local RACM will not advance 

attainment by a full year, no further efforts to adopt local commitments for the Plan are 

necessary. 

It is important to note that Table 11-1 has been updated for the Revised Proposed 2007 

Ozone Plan. However, the modifications are minor (i.e., attainment gap in 2020 

modified from 101 to 99 and attainment gap in 2023 modified from 85 to 82) and do not 

impact the conclusions of this RACM evaluation. 

Adoption of a Congestion Mitigation and Air Quality (CMAQ) Policy

The purpose of the CMAQ program is to fund transportation projects or programs that 

will contribute to attainment or maintenance of the national ambient air quality standards 

(NAAQS) for ozone, carbon monoxide (CO), and particulate matter (PM). While all 

CMAQ funding must go to transportation-related projects that demonstrate an air quality 

benefit, the eight SJV MPOs currently have different criteria and processes for 

allocating funding to eligible agencies. There is currently no minimum costeffectiveness established for the CMAQ program, and according to recent studies, the 

numbers vary widely across the country. 

In addition to the local RACM approach, the SJV MPOs are voluntarily developing a 

standardized process across the Valley for distributing 20 percent of the CMAQ funds to 

projects that meet a minimum cost-effectiveness beginning in FY2011. This policy will 

focus on achieving the most cost-effective emission reductions, while maintaining 

flexibility to meet local needs. 
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The policy is scheduled to be implemented in FY 2011 because the current federally 

approved 2007 Federal Transportation Improvement Programs (FTIPs) have committed 

CMAQ funds through FY 2009 and in some cases, regional commitments through FY 

2010. In addition, the current CMAQ programming assists in implementing approved 

local RACM (Amended 2003 PM-10 Plan) that are currently committed through 2010. 

Due to changes in project costs and technology over time, the MPOs will revisit the 

minimum cost-effectiveness standard, as well as policy feasibility. A periodic review of 

the policy is necessary due to potential changes in federal transportation legislation, 

apportionments, and project eligibility. Should future transportation legislation not 

include CMAQ funding, this policy will no longer be in effect. 

 9.2.3 Conformity Budgets

Section 176(c) of the FCAA outlines the conformity provision of the Clean Air Act. 

Federal actions are required to conform to the SIP’s purpose of eliminating or reducing 

the severity and number of exceedances of the NAAQS and achieving expeditious 

attainment of these standards. The FCAA distinguishes transportation actions [those 

undertaken by the Federal Highway Administration (FHWA) or the Federal Transit 

Administration (FTA)] from all other federal actions. 

Metropolitan Planning Organizations (MPOs) must make findings that the regional 

transportation plans (RTPs) and transportation improvement programs (TIPs) conform 

to the SIP. They submit this conformity finding along with the RTP and TIP, to FHWA 

and FTA for approval. The conformity finding must demonstrate that the emissions 

associated with the RTP and TIP do not exceed “emission budgets” that are contained 

in the SIP. 

The District’s Amended 2002 and 2005 Rate of Progress Plan for San Joaquin Valley 

Ozone established subarea emissions budgets for each county for VOC and NOx for 

2005; in addition, the 2003 PM10 Plan established subarea emissions budgets for each 

county for NOx and PM for 2005, 2008 and 2010 and includes a trading mechanism. 

The Extreme Ozone Attainment Demonstration Plan established subarea county 

emissions budgets for VOC and NOx for 2008 and 2010. EPA published the notice of 

adequacy determination in the February 15, 2005 Federal Register, effective March 2, 

2005. This Revised Proposed 2007 Ozone Plan establishes subarea county emission 

budgets for ROG and NOx for the Extreme Classification horizon years 2008, 2011, 

2014, 2017, 2020, and 2023. 

The emission budgets are based on the latest MPO VMT data and speed distributions 

(see Draft 2007 Conformity Analyses) where available. The EMFAC 2007 model runs 

include the updated VMT through adjustments to vehicle population per the EPA 

approved ARB Recommended Methods for use of EMFAC2002 To Develop Motor 

Vehicle Emissions Budgets and Assess Conformity (note that ARB has indicated the 

methods will remain unchanged with the transition to EMFAC 2007). Updated speed 

distributions are input directly. If updated MPO VMT data and speed distributions were 

not available, the EMFAC 2007 default data was used. 
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It is important to note that the EMFAC 2007 model requires a WIS interface adjustment 

for the population function. As a result, the individual MPO runs are executed for the 

San Joaquin Valley Air Basin by Sub-Area. These budgets will be adjusted with the 

updated EMFAC 2007 model prior to ARB adoption of the Plan. 

Both District and ARB control measures that are included in the Plan that affect on-road 

mobile sources have been included in the conformity emission budgets. District 

controls include: 

• existing Indirect Source Mitigation and School Bus Fleets rules (see Table B-1) 

• proposed Employee Trip Reduction (see Table 8-1). 

ARB controls include: 

• existing Reflash, Idling, and Moyer (see Table B-2) 

• proposed passenger vehicle and truck measures included in the Draft State 

Strategy (see Table 9-4). 

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

emission reduction estimates have been estimated for inclusion in the conformity 

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

distributing the valley-wide emission reductions by population or ratio of emissions subcategory to total motor vehicle estimate (e.g., heavy-duty truck emissions/total motor 

vehicle emissions). Table 9.3 reflects these emission reductions. Detailed 

documentation supporting the conformity emission budget development is contained in 

Appendix C. 

The budgets are derived starting with the projections from ARB’s EMFAC 2007 on-road 

mobile source emission factor model (using the San Joaquin Valley Air Basin by SubArea option). These are adjusted to account for any baseline emission reductions not 

included in the model. New emission reduction commitments are also subtracted from 

the adjusted baseline to arrive at the conformity budgets. It is important to note that 

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

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

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

plan. The following is the 2023 budget calculation for Fresno County. The calculation 

methodology for the other years and counties is identical. 

ROG NOx 

Emissions Baseline 

Baseline EMFAC 2007 9.08 22.89 

Existing Local Reductions 0.00 0.31 

Existing State Reductions 0.01 2.71 

Adjusted Baseline 9.07 19.87 

New/Proposed Control Measures 

Local Reductions 0.16 0.06 

State Reductions 1.14 4.21 

Conformity Emissions Budgets* 7.8 15.7 

* Rounded up to the nearest tenth. 
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Table 9.3 Transportation Conformity Budgets1 

2008 2011 2014 2017 2020 2023 County ROG NOx ROG NOx ROG NOx ROG NOx ROG NOx ROG NOx 

Fresno 18.6 58.5 15.5 47.9 12.9 37.2 11.1 29.1 8.0 16.9 7.8 15.7 

Kern (SJV) 18.1 93.9 15.7 79.4 13.5 64.1 11.6 49.5 8.5 28.4 8.1 24.8 

Kings 3.9 18.3 3.4 15.9 2.8 12.3 2.3 9.4 1.7 5.3 1.6 4.7 

Madera 4.5 14.6 3.7 12.2 3.1 9.8 2.6 7.8 1.9 4.8 1.9 4.4 

Merced 7.4 35.5 6.2 28.8 5.1 22.3 4.2 17.1 2.9 9.9 2.8 9.0 

San 

Joaquin 

13.9 39.9 12.1 34.7 10.1 27.8 8.6 21.3 6.3 12.7 6.3 11.9 

Stanislaus 10.5 26.7 9.0 22.3 7.5 17.2 6.5 13.4 4.9 8.0 4.6 7.1 

Tulare 10.5 23.4 9.2 20.9 7.7 16.6 6.7 13.1 5.2 8.4 4.8 7.4 

1 All emissions are expressed as summer tons/day, and were derived using EMFAC2007, (November 1, 2007) with updated vehicle 

population and vehicle miles traveled data where available. The budget was established by taking the EMFAC results, subtracting 

by County, emission reductions from District and ARB control measures and rounding up to the nearest tenth if the hundredths 

place was “1” or higher. See Appendix C for detailed documentation supporting the conformity emission budget development. 

9.3 SUMMARY OF THE NEW STATEWIDE STRATEGY UNDER EVALUATION BY 

THE AIR RESOURCE BOARD STAFF 

The ARB is developing a new statewide emission reduction strategy to achieve 

additional reductions needed to bring areas of the State into attainment of both the 

federal PM2.5 and ozone standards. The State Strategy currently under development 

will provide the next installment of new reductions. The currently quantified emission 

reduction estimates from the mix of concepts being evaluated for the statewide strategy 

are shown in Table 9-4. We have also included a list of short descriptions of the 

measures under evaluation by ARB staff. 

ARB staff continues to provide opportunities for the public to provide input on the 

California’s State Implementation Plan efforts. ARB staff held a SIP Symposium in 

October of 2006 and a workshop in November. ARB staff participated in SIP workshops 

conducted by the staff of the San Joaquin Valley APCD to discuss how the statewide 

control measures fit into local 8-hour ozone strategy. Additionally, ARB staff will hold 

workshops around the State to get input on the control measures under consideration in 

Spring of 2007. ARB staff will bring the proposed Statewide Strategy before the Air 

Resources Board for consideration in the Spring of 2007. In June 2007, the Air 

Resources Board will consider the Valley’s ozone SIP, which will incorporate the 

emission reduction benefits in the San Joaquin Valley of the proposed State Strategy. 
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Table 9-4 Emission Reduction Estimates* for the San Joaquin Valley from Near 

Term Measures Under Evaluation for State and Federal Measures 

2014 2020 2023 

Proposed New SIP Measures 

NOx ROG NOx ROG NOx ROG 

ON-ROAD SOURCES 

Passenger Vehicles 3.8 6.5 2.7 4.1 2.1 3.3 

 Smog Check Improvements (BAR) 3.3 2.9 2.4 2.2 2.1 1.9 

 Expanded Vehicle Retirement 0.5 0.7 0.3 0.3 0.0 0.1 

 Modifications to Reformulated Gasoline Program -- 2.9 -- 1.6 -- 1.3 

Trucks 61.4 6.4 30.2 3.3 21.2 2.3 

 Cleaner In-Use Heavy-Duty Trucks 61.4 6.4 30.2 3.3 21.2 2.3 

 On-Road Sub-Total for Conformity Budgets NA NA 32.9 7.4 23.3 5.6 

GOODS MOVEMENT SOURCES 7.2 0.5 15.6 1.2 16.4 1.3 

 Auxiliary Ship Engine Cold Ironing and Other Clean Technology -- -- -- -- -- -- 

 Cleaner Main Ship Engines and Fuel -- -- -- -- -- -- 

 Port Truck Modernization -- -- -- -- -- -- 

 Accelerated Introduction of Cleaner Line-Haul Locomotives* 7.2 0.5 15.6 1.2 16.4 1.3 

 Clean Up Existing Harbor Craft -- -- -- -- -- -- 

OFF-ROAD SOURCES 

Off-Road Equipment 4.8 0.8 4.9 0.8 4.0 0.6 

 Cleaner In-Use Off-Road Equipment (over 25hp) 4.8 0.8 4.9 0.8 4.0 0.6 

Agricultural Equipment NYQ NYQ NYQ NYQ NYQ NYQ 

 

Other Off-Road Sources 0.1 4.0 0.4 8.9 0.6 11.5 

 New Emission Standards for Recreational Boats 0.1 1.2 0.4 3.8 0.6 5.3 

 Expanded Off-Road Recreational Vehicle Emission Standards -- 2.2 -- 4.0 -- 4.8 

 Portable Outboard Marine Tank Evaporative Standards -- 0.3 -- 0.5 -- 0.5 

 Refueling Gasoline Storage Tank Evaporative Standards -- 0.1 -- 0.4 -- 0.6 

 Gas Station Fueling Hose Evaporative Standards -- 0.2 -- 0.2 -- 0.3 

 Enhanced Vapor Recovery for Above Ground Storage Tanks -- NYQ -- NYQ -- NYQ 

AREAWIDE SOURCES 

Consumer Products -- 3.2 -- 3.6 -- 3.8 

 Consumer Products Program -- 3.2 -- 3.6 -- 3.8 

Pesticides -- NYQ -- NYQ -- NYQ 

 DPR 2008 Pesticide Plan -- -- -- -- -- -- 

Total Emission Reductions from Proposed New Measures 77 21 54 22 44 23 

NYQ – Not Yet Quantified 

* Estimated benefits of the State Strategy are subject to change and are not considered final until the Air Resources 

Board adopts them as the 2007 State Strategy. The State of California’s commitments for ozone attainment in the 

San Joaquin Valley will be for emission reductions in 2020 and 2023. Benefits in 2014 are provided for informational 

purposes only and may be revised as the District develops the Valley’s PM2.5 Attainment Plan. 

** Requires U.S. EPA Action 

*** The California Department of Pesticide Regulation (CDPR) is developing a suite of new pesticide emission 

reductions measures for inclusion in the Statewide Strategy. CDPR will provide the estimated benefits of these 

measures in the future as part of the State Strategy.
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Overview of the Statewide Strategy Under Development

Responsibility for implementing emission reduction measures is shared between the 

agencies with primary responsibility for controlling air pollution in California: the State 

Air Resources Board (ARB), 35 local air pollution control and air quality management 

districts (air districts), and the U.S. Environmental Protection Agency (U.S. EPA). 

ARB is responsible for controlling emissions from mobile sources (except where federal 

law preempts ARB’s authority) and consumer products, developing fuel specifications, 

establishing gasoline vapor recovery standards and certifying vapor recovery systems, 

providing technical support to the districts, and overseeing local district compliance with 

State and federal law. The State Department of Pesticide Regulation is responsible for 

control of agricultural, commercial and structural pesticides, while the Bureau of 

Automotive Repair runs the State’s Smog Check programs to identify and repair 

polluting cars. 

In the San Joaquin Valley, emission reductions from the existing federal, State, and 

local source control program are not enough to attain the federal standards, further 

emission reductions from new strategies must be achieved in order meet the emission 

reduction target. Generally, the new strategies under consideration by ARB staff are 

summarized below. More information on the Air Resources Board staff’s ozone 

planning activities is available online at: 

http://www.arb.ca.gov/planning/sip/2007casip.htm 

Passenger Vehicles 

Improvements and Enhancements to California’s Smog Check Program 

 Low Pressure Evaporative Test. Require low pressure evaporative system 

testing and repair of evaporative system leaks for all vehicles subject to Smog 

Check inspection. 

 More Stringent Cutpoints. More stringent pass/fail cutpoints would require more 

cars to be repaired, and help ensure more complete and durable repairs. 

 Annual Inspections for Older Vehicles. Inspect older vehicles annually rather 

than every two years. Older vehicles tend to have greater deterioration of emission 

controls, and consequently, higher emissions. 

 Annual Inspections for High Annual Mileage Vehicles. Inspect annually, rather 

than every two years, vehicles that accrue very high mileage on an annual basis. 

High mileage vehicles tend to have greater deterioration of emission controls, and 

consequently, higher emissions. 
San Joaquin Valley Unified Air Pollution Control District April 30, 2007

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 Add Visible Smoke Test. As part of the Smog Check test, include a check for 

visible smoke to identify vehicles with excess particulate matter (PM) emissions. 

 Inspection of Light and Medium Duty Diesels. Include light and medium duty 

diesel vehicles in the Smog Check program to provide for improved maintenance 

and reduced emissions for this part of the fleet, and require the repair of poorly 

maintained or old emission systems. 

 Inspection of Motorcycles. Include motorcycle inspections as part of Smog 

Check. Studies indicate that motorcycles are subject to high rates of exhaust 

system tampering. 

Expanded Passenger Vehicle Retirement. Increase the number of vehicles that are 

voluntarily retired by implementing a scrappage program for vehicles that are off cycle 

from their Smog Check inspections. 

Modifications to Reformulated Gasoline Program. Modify California’s Reformulated 

Gasoline Program to offset ROG emissions due to the increased use of ethanol. This 

rulemaking activity is currently underway and is intended to fully mitigate the emission 

increase, which has been incorporated in the current emissions inventory. 

Trucks

Cleaner In-Use Heavy-Duty Trucks. This proposed measure is a comprehensive inuse diesel truck emissions reduction program that includes a fleet modernization rule 

and an enhanced screening and repair program. Fleet modernization would focus on 

overcoming the typically slow rate of heavy-duty truck turnover by requiring truck 

owners to meet specified emission levels through replacing or cleaning up the oldest 

trucks in their fleets, and would also include a program for out-of-state trucks. ARB’s 

roadside heavy-duty vehicle inspection program would be expanded to more effectively 

identify and screen trucks that need emission control system repairs. 

GOODS MOVEMENT SOURCES 

Auxiliary Ship Engine Cold Ironing and Other Clean Technology. Reduce 

emissions from ships at berth with at-dock technologies such as cold ironing (electrical 

power) and other clean technologies. 

Cleaner Main Ship Engines and Fuel. Further reduce emissions from main engines 

through added retrofits such as selected catalytic reduction. Support efforts by ports 

and appropriate local entities to encourage the accelerated use of cleaner ships and 

rebuilt engines through other tools such as lease restrictions. Require ships to use low 

sulfur diesel fuel in main engines when operating within 24 nautical miles of shore. 

Port Truck Modernization. Retrofit or replace older heavy-duty diesel trucks that 

service ports. Work with port authorities to prevent adding older trucks to the fleet. 
San Joaquin Valley Unified Air Pollution Control District April 30, 2007

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ARB rulemaking process for this proposed measure has begun. ARB has started the 

rulemaking process for this proposed measure. 

Accelerated Introduction of Cleaner Line Haul Locomotives. Replace existing 

locomotive engines with cleaner Tier 3 engines beginning in 2012 and conduct 

concurrent rebuilds of older engines to Tier 2.5 standards. This measure can only occur 

once U.S. EPA adopts Tier 3 engines standards for locomotives. 

Clean Up Existing Commercial Harbor Craft. Require owners of existing commercial 

harbor craft to replace old engines (both propulsion and auxiliary) with newer cleaner 

engines and/or add emission control technologies that clean up engine exhaust. ARB 

rulemaking for this proposed measure is underway. 

OFF-ROAD SOURCES 

Off-Road Equipment

Cleaner In-Use Off-Road Equipment. Establish fleet average emission limits for offroad equipment (over 25 horsepower) that would require older, dirtier engines to be 

replaced with engines reflecting current technologies or retrofitted with emission control 

devices. ARB rulemaking for this proposed measure is in process. 

Agricultural Equipment

Agricultural Equipment Fleet Modernization. Once PM2.5 emission reduction needs 

are identified, accelerate as needed, the modernization of the fleet of agricultural 

equipment used in California, removing older, dirtier equipment from service to be 

replaced with engines reflecting cleaner technologies. 

Other Off-Road Sources

New Emission Standards for Recreational Boats. Adopt catalyst-based standards 

(5 g/kW-hr) for new outboard engines and evaporative emission standards to address 

all sources of recreational boat evaporative emissions. 

Off-Road Recreational Vehicle Expanded Emission Standards. Adopt exhaust and 

evaporative emission standards to reduce the amount of reactive organic gases from 

off-highway motorcycles and all-terrain vehicles. 

Portable Outboard Marine Tank Evaporative Standards. Set evaporative standards 

for removable fuel tanks used on outboard recreational boats. 

Refueling Gasoline Tank Evaporative Standards. Set evaporative standards for 

refueling gasoline tanks typically mounted on large recreational vehicles and used to 

refuel other smaller vehicles. 
San Joaquin Valley Unified Air Pollution Control District April 30, 2007

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Gas Station Refueling Hose Evaporarative Standards. Set evaporative standards 

for gas station pump hoses. 

Enhanced Vapor Recovery for Above Ground Storage Tanks. Implement an 

enhanced vapor recovery certification process and new performance standards and 

specifications for these large tanks used extensively in agricultural operations. 

Consumer Products

Tighten Standards. Tighten standards or require product reformulation for consumer 

products categories through several rulemakings through 2010. 

Pesticides

New Pesticide Strategies. The California Department of Pesticide Regulation will 

further reduce emissions from commercial and agricultural pesticide use in California 

through reformulation, reduced usage, and innovative technologies and practices. 
San Joaquin Valley Unified Air Pollution Control District April 30, 2007

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