Air Quality and 

Greenhouse Gas Technical 

Memorandum

Coachella Valley-San Gorgonio Pass Rail 

Corridor Service Program

May 2021
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Contents

1 Introduction.....................................................................................................................................1-1

1.1 Study Approach......................................................................................................................1-1

2 Program Location and Description ..............................................................................................2-1

2.1 Program Location...................................................................................................................2-1

2.2 Program Description...............................................................................................................2-1

2.2.1 Build Alternative Option 1 (Coachella Terminus)......................................................2-1

2.2.2 Build Alternative Option 2 (Indio Terminus) ..............................................................2-2

2.2.3 Build Alternative Option 3 (Indio Terminus with Limited Third Track).......................2-2

2.3 Construction ...........................................................................................................................2-3

2.3.1 Western Section........................................................................................................2-3

2.3.2 Eastern Section.........................................................................................................2-3

2.4 Operation................................................................................................................................2-4

3 Regulatory Framework ..................................................................................................................3-1

3.1 Definitions...............................................................................................................................3-1

3.2 Air Quality...............................................................................................................................3-3

3.2.1 Federal ......................................................................................................................3-3

3.2.2 State ..........................................................................................................................3-4

3.2.3 Regional ....................................................................................................................3-7

3.2.4 Local and Tribal Governments ..................................................................................3-8

3.3 Greenhouse Gases ................................................................................................................3-8

3.3.1 Federal ......................................................................................................................3-8

3.3.2 State ..........................................................................................................................3-9

3.4 Regulatory Compliance........................................................................................................3-12

4 Methodology ...................................................................................................................................4-1

4.1 Approach ................................................................................................................................4-1

4.1.1 Air Quality..................................................................................................................4-1

4.1.2 Greenhouse Gas Emissions .....................................................................................4-3

4.2 Data Sources..........................................................................................................................4-3

4.3 Tier 1/Program EIS/EIR Study Area.......................................................................................4-4

5 Existing Conditions........................................................................................................................5-1

5.1 Air Quality...............................................................................................................................5-1
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5.1.1 Fugitive Dust .............................................................................................................5-3

5.1.2 Class I Areas .............................................................................................................5-3

5.2 Greenhouse Gas Emissions ..................................................................................................5-3

5.2.1 Statewide Greenhouse Gas Inventory ......................................................................5-3

6 Environmental Consequences......................................................................................................6-1

6.1 No Build Alternative................................................................................................................6-1

6.2 Build Alternative Options 1, 2, and 3......................................................................................6-2

6.2.1 Air Quality..................................................................................................................6-2

6.2.2 Greenhouse Gas Emissions ...................................................................................6-11

7 Tier 2 Environmental Review Considerations.............................................................................7-1

7.1 Air Quality...............................................................................................................................7-1

7.2 Greenhouse Gas Emissions ..................................................................................................7-3

8 References ......................................................................................................................................8-1
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Tables

Table 4-1. General Conformity De Minimis Levels ....................................................................................4-2

Table 4-2. Data Sources for the Evaluation Air Quality and Greenhouse Gases......................................4-3

Table 5-1. Federal and State Attainment Status of the South Coast Air Basin and Salton Sea Air 

Basin .............................................................................................................................................5-1

Table 5-2. California Greenhouse Gas Inventory (2018)...........................................................................5-4

Table 6-1. Estimate of Tier 1/Program EIS/EIR Study Area Annual Vehicle Miles Traveled ....................6-1

Table 6-2. Estimate of Locomotive Emissions in Tons per Year Build Alternative Option 1 

(Opening Year 2024 and Horizon Year 2044) ..............................................................................6-5

Table 6-3. Estimate of Locomotive Emissions in Tons per Year Build Alternative Option 2 and 3 

(Opening Year 2024 and Horizon Year 2044)*.............................................................................6-6

Table 6-4. Annual Ridership and Annual Vehicle Miles Traveled by Horizon Year (Build 

Alternative Option 1) .....................................................................................................................6-6

Table 6-5. Annual Ridership and Annual Vehicle Miles Traveled by Horizon Year (Build 

Alternative Option 2 and 3) ...........................................................................................................6-7

Table 6-6. Regional Air Quality Criteria Pollutant Estimates in Tons by Horizon Year (Build 

Alternative Option 1) .....................................................................................................................6-8

Table 6-7. Regional Air Quality Criteria Pollutant Estimates in Tons by Horizon Year (Build 

Alternative Option 2 and 3) ...........................................................................................................6-9

Table 6-8. Greenhouse Gas Emission Estimates (Build Alternative Option 1)........................................6-13

Table 6-9. Greenhouse Gas Emission Estimates (Build Alternative Options 2 and 3)............................6-14

Figures

Figure 2-1. Western Section of the Program Corridor (Build Alternative Options 1, 2, and 3)..................2-5

Figure 2-2. Eastern Section of the Program Corridor (Build Alternative Option 1)....................................2-7

Figure 2-3. Eastern Section of the Program Corridor (Build Alternative Options 2 and 3)........................2-9

Figure 3-1. Ambient Air Quality Standards ................................................................................................3-5

Figure 4-1. Air Basins Traversed by the Program Corridor .......................................................................4-5
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Appendices

Appendix A. National and California Area Designation Maps

Appendix B. Emissions Calculation Worksheets
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Abbreviations/Acronyms

AB Assembly Bill 

ARB Air Resources Board

CAAQS California Ambient Air Quality Standards

Caltrans California Department of Transportation

CCAA California Clean Air Act

CEQA California Environmental Quality Act

CFR Code of Federal Regulations

CO carbon monoxide

CO2 carbon dioxide 

CO2e CO2 equivalent 

EIR environmental impact report

EIS environmental impact statement

EO Executive Order 

EPA Environmental Protection Agency

FCAA Federal Clean Air Act

FRA Federal Railroad Administration

GHG greenhouse gas

MMT million metric tons

MPO metropolitan planning organization

NAAQS National Ambient Air Quality Standards

NEPA National Environmental Policy Act

NO2 nitrogen dioxide

NOx nitrogen oxide

O3 ozone

Pb lead

PM particulate matter

PM10 particles of 10 micrometers or smaller
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PM2.5 particles of 2.5 micrometers or smaller

Program Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

Program Corridor Coachella Valley-San Gorgonio Pass Rail Corridor

RCTC Riverside County Transportation Commission 

ROW right-of-way

SB Senate Bill 

SCAQMD South Coast Air Quality Management District

SCAB South Coast Air Basin

SDP Service Development Plan

SIP state implementation plan

SO2 sulfur dioxide

SOX sulfur oxide

SSAB Salton Sea Air Basin

TAC toxic air contaminant

U.S. United States

VMT vehicle miles traveled
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1 Introduction

The Federal Railroad Administration (FRA), California Department of Transportation (Caltrans) 

Division of Rail and Mass Transportation, and Riverside County Transportation Commission (RCTC) 

are proposing the Coachella Valley-San Gorgonio Pass Rail Corridor Service Program (Program) to 

establish daily intercity passenger rail service between Los Angeles Union Station (LAUS) in Los 

Angeles County, California and the City of Coachella in Riverside County, California. This air quality 

and greenhouse gas (GHG) technical memorandum evaluates air quality and GHG resources along 

the 144-mile Coachella Valley-San Gorgonio Pass Rail Corridor (Program Corridor) in support of a 

Tier 1/Program Environmental Impact Statement (EIS)/Environmental Impact Report (EIR). The 

evaluation of potential air quality and GHG effects resulting from the Program includes:

• Consistency with the state implementation plan (SIP)

• Changes to air quality compared with the No Build Alternative as a result of construction and 

operation of the Build Alternative Options

• Changes to GHG compared with the No Build Alternative as a result of construction and 

operation of the Build Alternative Options

1.1 Study Approach

This evaluation was prepared pursuant to the requirements of the National Environmental Policy Act 

(NEPA) and the California Environmental Quality Act (CEQA) and will be incorporated into the Tier 

1/Program EIS/EIR evaluation.

FRA, Caltrans, and RCTC are using a tiered NEPA/CEQA process (e.g., Tier 1/Program EIS/EIR) to 

complete the environmental review of the Program, under 40 Code of Federal Regulations (CFR) 

1508.28 (titled “Tiering”), CEQA Guidelines Section 15168 (titled “Program EIR”), and 

Section 15170 (titled “Joint EIS/EIR”). “Tiering” is a staged environmental review process often 

applied to environmental review for complex transportation projects.
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The Tier 1/Program EIS/EIR, along with the concurrent preparation of the Service Development Plan 

(SDP), are the first steps in the tiered environmental review process. Based on the decisions made 

in the Tier 1/Program EIS/EIR and SDP, future site-specific proposals of infrastructure improvements 

will be evaluated through one or more Tier 2/Project-level environmental clearance processes. A 

description of the Tier 1/Program EIS/EIR, SDP, and Tier 2/Project-level analysis processes are 

further discussed below:

• Tier 1/Program EIS/EIR: The Tier 1/Program EIS/EIR evaluates potential environmental 

impacts of the No Build Alternative and three Build Alternative Options broadly within the 

Program Corridor. The Program Corridor provides a flexible regional context for the best 

location of an enhanced passenger rail system while providing opportunities for the Build 

Alternative Options to account for engineering and environmental constraints. The Tier 

1/Program EIS/EIR evaluation addresses broad questions and likely environmental effects 

within the Tier 1/Program Study Area for specific environmental resources. The 

resource-specific study areas generally represent the potential area where rail infrastructure 

improvements and station facilities could be implemented and constructed but does not 

represent the precise location or footprint of the improvement or facility.

• SDP: The SDP defines the Program’s service mode, estimated ridership to include demand 

and revenue forecasts, operational strategy, station and access analysis, operating and 

maintenance costs, required infrastructure improvements and capital programming, and 

public benefits analysis necessary to implement the proposed intercity passenger rail 

service. As part of the SDP process, the site-specific infrastructure improvement 

requirements are being identified, including the number of stations and the general 

areas/communities in which stations might be located. The SDP infrastructure analysis is 

being informed by rail operations simulation modeling and would occur parallel to the Tier 

1/Program EIS/EIR evaluation process. 

Tier 2 Project-Level Analysis: Based on the environmental evaluation conducted in the Tier 

1/Program EIS/EIR and the site-specific infrastructure improvements identified in the SDP, a 

Tier 2/Project-level analysis would be required. The Tier 2/Project-level analysis would be a 

separate environmental review potentially led and funded by an agency other than FRA. In 

addition, the Tier 2/Project-level analysis process would not automatically follow the Tier 

1 process, rather the potential Tier 2 Projects would need to be defined based on the Tier 

1/Program EIS/EIR’s broad scope and funding. The Tier 2/Project-level analysis would 

closely align with the future preliminary engineering process and would analyze site-specific 

direct and indirect Project-level effects, in addition to any required permits, consultations, or 

approvals needed for construction.
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2 Program Location and Description 

2.1 Program Location

The Tier 1/Program EIS/EIR analyzes the No Build Alternative and three Build Alternative Options in 

two geographic sections—a Western Section and an Eastern Section—occurring within existing 

railroad rights-of-way (ROW), as shown on Figure 2-1 through Figure 2-3. The Program Corridor 

runs west-to-east, extending up to 144 linear miles from a western terminus at LAUS to an eastern 

terminus in either the City of Indio or City of Coachella (depending on the Build Alternative Option). 

From west to east, the cities traversed by the Build Alternative Options include Los Angeles, Vernon, 

Bell, Commerce, Montebello, Pico Rivera, Santa Fe Springs, Norwalk, La Mirada, Buena Park, 

Fullerton, Anaheim, Placentia, Yorba Linda, Chino Hills, Corona, Riverside, Grand Terrace, Colton, 

San Bernardino, Loma Linda, Redlands, Calimesa, Beaumont, Banning, Cabazon, Palm Springs, 

Cathedral City, Thousand Palms, Rancho Mirage, Palm Desert, Indio (under all Build Alternative 

Options), and/or Coachella (under Build Alternative Option 1 only). The boundary between Western 

and Eastern Sections is in the City of Colton, at the intersection of existing railroad lines owned by 

Union Pacific Railroad and BNSF. 

2.2 Program Description

2.2.1 Build Alternative Option 1 (Coachella Terminus)

Build Alternative Option 1 includes a total Program Corridor distance of 144 miles and consists of a 

Western Section, terminating at LAUS, and an Eastern Section, terminating in the City of Coachella. 

Western Section. Under Build Alternative Option 1, existing rail infrastructure would be used in the 

Western Section of the Program Corridor, and no additional railroad infrastructure improvements 

would be required. LAUS would serve as the western terminus, while existing stations in the Cities of 

Fullerton and Riverside would be utilized to support the proposed passenger rail service. No new 

stations or improvements to existing stations would be required to accommodate the proposed 

service within the Western Section of the Program Corridor.

Eastern Section. Under Build Alternative Option 1, potential new infrastructure improvements on the 

Eastern Section of the Program Corridor could include sidings, additional main line track, wayside 

signals, drainage, grade separation structures, and up to five new stations constructed in the 

following areas: 1) Loma Linda/Redlands Area (serving the Cities of Loma Linda and Redlands), 

2) the Pass Area (serving the communities of Beaumont, Banning, and Cabazon), 3) the Mid Valley 
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(serving the communities of Cathedral City, Thousand Palms, the Agua Caliente Casino area, 

Rancho Mirage, and Palm Desert), 4) the City of Indio, and 5) the City of Coachella as the eastern 

terminus of the Program Corridor.

2.2.2 Build Alternative Option 2 (Indio Terminus)

Build Alternative Option 2 includes a total Program Corridor distance of 140.25 miles and consists of 

a Western Section, terminating at LAUS, and an Eastern Section, terminating at the City of Indio.

Western Section. The Western Section under Build Alternative Option 2 would be the same as that 

described above under Build Alternative Option 1.

Eastern Section. Under Build Alternative Option 2, potential new infrastructure improvements on the 

Eastern Section of the Program Corridor could include sidings, additional main line track, wayside

signals, drainage, grade separation structures, and up to four new potential stations could be 

constructed in the following areas: 1) Loma Linda/Redlands Area (serving the Cities of Loma Linda 

and Redlands), 2) the Pass Area (serving the communities of Beaumont, Banning, and Cabazon), 

3) the Mid Valley (serving the communities of Cathedral City, Thousand Palms, the Agua Caliente 

Casino area, Rancho Mirage, and Palm Desert), and 4) the City of Indio as the eastern terminus of 

the Program Corridor.

2.2.3 Build Alternative Option 3 (Indio Terminus with Limited Third 

Track)

Build Alternative Option 3 includes a total Program Corridor distance of 140.25 miles and consists of 

a Western Section, terminating at LAUS, and an Eastern Section, terminating at the City of Indio.

Western Section. The Western Section under Build Alternative Option 3 would be the same as that 

described above under Build Alternative Options 1 and 2.

Eastern Section. The Eastern Section under Build Alternative Option 3 would be the same as that 

described above under Build Alternative Option 2, except for the following changes:

As part of Build Alternative Option 3, additional infrastructure improvements for the Eastern Section 

of the Program Corridor have been considered. These potential infrastructure improvements include 

the addition of station tracks and a third main line track. The addition of station tracks would be the 

same as described under Build Alternative Options 1 and 2; however, the addition of the third main 

track would be limited under Build Alternative Option 3 when compared with Build Alternative 

Options 1 and 2. The limited third track under Build Alternative Option 3 would augment the existing 

two main tracks along the Eastern Section of the Program Corridor to the proposed Mid Valley 

Station Area.
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2.3 Construction

2.3.1 Western Section

In the Western Section, existing rail infrastructure would be used to accommodate the proposed 

service, and no additional track improvements would be required to accommodate the proposed 

service under all Build Alternative Options. LAUS would serve as the western terminus, and existing 

stations in the Cities of Fullerton and Riverside would be used, as depicted on Figure 2-1. No new 

stations or additions to existing stations would be required to accommodate the proposed service

under all Build Alternative Options. The Tier 1/Program EIS/EIR Study Area for potential 

construction-related impacts on air quality and GHG resources within the Western Section is up to 

600 feet from either side of the existing railroad centerline.

2.3.2 Eastern Section

In the Eastern Section, proposed new infrastructure improvements under all Build Alternative 

Options could include sidings, additional main line track, wayside signals, drainage, 

grade-separation structures, and stations to accommodate the proposed service. The Eastern 

Section would use the existing station in the City of Palm Springs, which is the only existing station 

in the Eastern Section. Additionally, as depicted on Figure 2-2 and Figure 2-3, up to five new 

potential stations could be constructed in the following areas: 1) Loma Linda/Redlands Area (serving 

the Cities of Loma Linda and Redlands), 2) the Pass Area (serving the communities of Beaumont, 

Banning, and Cabazon), 3) the Mid-Valley (serving the communities of Cathedral City, Thousand 

Palms, the Agua Caliente Casino area, Rancho Mirage, and Palm Desert), 4) the City of Indio (under 

all Build Alternative Options), and/or 5) the City of Coachella (under Build Alternative Option 1 only).

The Tier 1/Program EIS/EIR Study Area for potential construction-related impacts on air quality and 

GHG resources within the Eastern Section is up to 1,000 feet from either side of the centerline, plus 

a 500-foot buffer for the assessment of indirect impacts, for a total Tier 1/Program EIS/EIR Study 

Area of 1,500 feet from either side of the centerline at each of the individual station location areas.

The remaining portion of the Eastern Section Tier 1/Program EIS/EIR Study Area encompasses up 

to 300 feet from the railroad centerline to include non-station-related infrastructure improvements, 

plus a 500-foot buffer for the assessment of indirect impacts, for a total Tier 1/Program EIS/EIR 

Study Area of 800 feet from the railroad centerline.
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2.4 Operation

Passenger train frequencies proposed as part of the Program would consist of the addition of two 

daily round-trip intercity diesel-powered passenger trains operating the entire length of the Program 

Corridor between Los Angeles and Indio and/or Coachella, with one morning departure and one 

afternoon departure from each end of the Program Corridor.
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Figure 2-1. Western Section of the Program Corridor (Build Alternative Options 1, 2, and 3)
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Figure 2-2. Eastern Section of the Program Corridor (Build Alternative Option 1)
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Figure 2-3. Eastern Section of the Program Corridor (Build Alternative Options 2 and 3)
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3 Regulatory Framework

3.1 Definitions

Air Quality: General term used to describe pollutant levels in the atmosphere. Individual air

pollutants and GHG emissions can harm human or animal health, reduce the productivity or vigor

of crops or natural vegetation, damage property, contribute to climate change, and degrade the

atmosphere by reducing visibility. 

Air Toxics: Air pollutants known or suspected to cause cancer or other serious health effects.

Attainment area: An area considered to have air quality as good as or better than the National 

Ambient Air Quality Standards (NAAQS) as defined in the Federal Clean Air Act (FCAA). An area

may be an attainment area for one pollutant and a non-attainment area for others.

Federal Clean Air Act: A federal law passed in 1963 and amended in

1967, 1970, 1974, 1977, and 1990 that forms the basis for the national air pollution control effort.

Basic elements of the FCAA include NAAQS for major air pollutants, mobile and stationary control 

measures, toxic air contaminant (TAC) standards, acid rain control measures, and enforcement 

provisions.

Climate Change: As described by the United States (U.S.) Environmental Protection Agency (EPA), 

climate change is any significant change in the measures of climate lasting for an extended period of 

time. It includes major changes in temperature, precipitation, or wind patterns, among other effects, 

that occur over a period of several decades or longer.

Conformity: Conformity is required by the FCAA to ensure that federal funding and approval are 

given to projects that are consistent with ("conform to") the air quality goals established by a SIP. 

The Final Conformity Rule implementing the FCAA Amendments of 1990 defines conformity as 

follows:

“Conformity to an implementation plan's purpose of eliminating or reducing the severity and number 

of violations of the NAAQS and achieving expeditious attainment of such standards; and that such

activities will not cause or contribute to any new violation of any NAAQS in any area, increase the 

frequency or severity of any existing violation of any NAAQS in any area, or delay timely attainment 

of any NAAQS or any required interim emission reductions or other milestones in any area.” EPA 

promulgated two sets of regulations. Transportation conformity applies to highways and mass transit 

projects, while general conformity applies to all other federal actions such as the FRA.
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Criteria Air Pollutant: An air pollutant for which acceptable levels of exposure, based on human 

health and/or environmentally based criteria, have been determined by EPA and for which a NAAQS 

has been set.

Greenhouse Gases: Atmospheric gases, such as carbon dioxide (CO2), methane, 

chlorofluorocarbons, nitrous oxide, ozone (O3), and water vapor, which slow the passage of 

re-radiated heat through the Earth's atmosphere.

Global Warming: The EPA describes global warming as the measured increases in average 

temperatures worldwide in recent decades and the continued increases projected to occur 

throughout this century. The climate change effects associated with this gradual warming trend 

include rises in sea levels (because of the melting of glaciers and ice caps and the thermal 

expansion of ocean water); projected changes in the location, level, and frequency of precipitation; 

and the frequency and/or severity of storm events and changes in temperature ranges 

(e.g., frequency and intensity of maximum and minimum temperature extremes).

Mobile Sources: Moving sources of pollution, such as automobiles, motorcycles, trucks, off-road 

vehicles, boats, and airplanes.

National Ambient Air Quality Standards: The FCAA requires EPA to set NAAQS (set in 40 CFR

Part 50) for pollutants considered harmful to public health and the environment. The FCAA identifies 

two types of NAAQS. Primary standards provide public health protection, including protecting the 

health of "sensitive" populations, such as asthmatics, children, and the elderly. Secondary standards 

provide public welfare protection, including protection against decreased visibility and damage to 

animals, crops, vegetation, and buildings. The EPA periodically reviews new scientific data and may 

propose revisions to the standards as a result.

Non-attainment Area: A geographic area identified by the EPA as not meeting the NAAQS for a 

given pollutant. An area may be a non-attainment area for one pollutant and an attainment area for 

others.

State Implementation Plan: A plan for each state that identifies how that state will attain and/or 

maintain the primary and secondary NAAQS and that includes federally enforceable requirements. 

Each state is required to have a SIP that contains control measures and strategies that 

demonstrate how each area will attain and maintain the NAAQS.

Stationary Sources: Non-mobile sources of pollution, such as power plants, refineries, and

manufacturing facilities that emit air pollutants.

Vehicle Miles Traveled: The total number of miles traveled by all vehicles for a specified

period of time.
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Vulnerability: For purposes of the Tier 1/Program EIS/EIR, vulnerability is defined as the extent to

which elements of existing or proposed rail service and infrastructure would be susceptible to the 

effects of climate change, such as sea level rise, riverine or coastal flood hazards, or other threats to 

the transportation network, such as extreme heat and cold effects on tracks.

3.2 Air Quality

The Tier 1/Program EIS/EIR complies with FRA's Procedures for Considering Environmental 

Impacts, Section 14(n)(1) (64 Federal Register 28545, May 26, 1999) (FRA 1999). According to 

FRA's Procedures for Considering Environmental Impacts, impacts on air quality must assess 

consistency of alternatives with federal and state plans for the attainment and maintenance of air 

quality standards.

FCAA, as amended, is the primary federal law that governs air quality, while the California Clean Air 

Act (CCAA) is its companion state law. These laws and related regulations by the EPA and 

California Air Resources Board (ARB) set standards for the concentration of air pollutants. 

3.2.1 Federal

Federal Clean Air Act

At the federal level, these standards are called NAAQS. NAAQS and state ambient air quality 

standards, depicted on Figure 3-1, have been established for six transportation-related criteria 

pollutants that have been linked to potential health concerns: carbon monoxide (CO); nitrogen 

dioxide (NO2); O3; particulate matter (PM), which is broken down for regulatory purposes into 

particles of 10 micrometers or smaller (PM10) and particles of 2.5 micrometers or smaller (PM2.5); 

and sulfur dioxide (SO2). In addition, national and state standards exist for lead (Pb), and state 

standards exist for visibility reducing particles, sulfates, hydrogen sulfide, and vinyl chloride. The 

NAAQS and state standards are set at levels that protect public health with a margin of safety and 

are subject to periodic review and revision. Both state and federal regulatory schemes also cover 

TAC standards; some criteria pollutants are also TACs or may include certain TACs in their general 

definition. FCAA requires the EPA to designate areas as attainment, non-attainment, or maintenance 

(previously non-attainment and currently attainment) for each criteria pollutant based on whether the 

NAAQS have been achieved.
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United States Environmental Protection Agency General Conformity Rule

The U.S. EPA General Conformity Rule (40 CFR 93 Subpart B) applies to federal actions, other than 

those related to highway and transit planning, that result in emissions of non-attainment or 

maintenance pollutants, or their precursors, in federally designated non-attainment or maintenance 

areas. The U.S. EPA General Conformity Rule establishes a process to demonstrate that federal 

actions would be consistent with applicable SIPs and would not cause or contribute to new violations 

of the NAAQS, increase the frequency or severity of existing violations of the NAAQS, or delay the 

timely attainment of the NAAQS.

3.2.2 State

California Clean Air Act

In California, the CCAA is administered by the ARB at the state level and by the air quality 

management districts and air pollution control districts at the regional and local levels. The ARB, 

which became part of the California EPA in 1991, is responsible for meeting the state requirements 

of the FCAA, administering the CCAA, and establishing the California Ambient Air Quality Standards 

(CAAQS). The CCAA, as amended in 1992, requires all air districts in the state to achieve and 

maintain the CAAQS. CAAQS are generally more stringent than the corresponding federal 

standards. The CCAA requires ARB to designate areas within California as either attainment or

non-attainment for each criteria pollutant based on whether the CAAQS have been achieved. Under 

the CCAA, areas are designated as non-attainment for a pollutant if air quality data shows that a 

state standard for the pollutant was violated at least once during the previous 3 calendar years. 

Exceedances that are affected by highly irregular or infrequent events are not considered violations 

of a state standard and are not used as a basis for designating areas as non-attainment. State and 

national ambient air quality standards are provided on Figure 3-1.
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Figure 3-1. Ambient Air Quality Standards
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3.2.3 Regional

Southern California Association of Governments

Through the FCAA amendments, California’s 18 metropolitan planning organizations (MPO) are

responsible for the planning, programming, and coordination of federal highway and transit

investments in urbanized areas. As part of this work, MPOs help to ensure that the transportation 

and air quality plans of the region are consistent with goals established in the SIP. The MPO 

responsible for air quality within the Tier 1/Program EIS/EIR Study Area is the Southern California 

Association of Governments. The Southern California Association of Governments region 

encompasses six counties (Imperial, Los Angeles, Orange, Riverside, San Bernardino, and Ventura) 

and 191 cities in an area, covering more than 38,000 square miles. The affected air basins include

the South Coast Air Basin (SCAB) for the Western Section and the Eastern Section west of 

Cabazon, and the Salton Sea Air Basin (SSAB) for the Eastern Section east of Cabazon

(Figure 4-1).

South Coast Air Quality Management District Regulations

The South Coast Air Quality Management District (SCAQMD) has jurisdiction over the SCAB and 

the portion of the SSAB that coincides with the Program. To ensure continued progress toward clean 

air and to comply with state and federal requirements, the SCAQMD, in conjunction with the ARB, 

Southern California Association of Governments, and the EPA, updates its air quality management 

plans every 3 years. The 2016 Air Quality Management Plan was adopted by the SCAQMD 

Governing Board March 3, 2017 (SCAQMD 2016). SCAQMD implements the following rules:

• SCAQMD Rule 402 – Nuisance: This rule prohibits discharge or air contaminants or other 

materials that cause injury, detriment, nuisance, or annoyance to any considerable number 

of persons or the public; endanger the comfort, repose, health, or safety of any such persons 

or the public; or cause, or have a natural tendency to cause injury or damage to businesses 

or property.

• SCAQMD Rule 403 – Fugitive Dust: This rule prohibits emissions of fugitive dust from any 

active operation, open storage pile, or disturbed surface area that remains visible beyond the 

emission source property line. Additional requirements apply to construction projects on 

property with 50 or more acres of disturbed surface area or for any earth-moving operation 

with a daily earth-moving or throughput volume of 5,000 cubic yards or more three times 

during the most recent 365-day period. These requirements include submittal of a dust 

control plan, maintaining dust control records, and designating a SCAQMD-certified dust 

control supervisor.
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• SCAQMD Rule 1108 – Cutback Asphalt: This rule prohibits the sale or use of any cutback 

asphalt containing more than 0.5 percent by volume organic compounds, which evaporate at 

260°C (500°F) or lower within the district.

• SCAQMD Rule 1113 – Architectural Coatings: This rule is intended to limit the volatile 

organic compounds content of architectural coatings used in within the district.

3.2.4 Local and Tribal Governments

Regulations from cities, local agencies, and tribal governments would be identified in the Tier 

2/Project-level analysis once site-specific rail infrastructure improvements and station facilities are 

known.

3.3 Greenhouse Gases 

GHG emissions are regulated at the federal and state level. Laws and regulations, as well as plans 

and policies, have been adopted to address global climate change issues. 

3.3.1 Federal

Greenhouse Gas Reporting Program

On September 22, 2009, the EPA published the final rule that requires mandatory reporting of GHG 

emissions from large sources in the U.S. The gases covered by the Final Rule are CO2, methane, 

nitrous oxide, hydrofluorocarbons, perfluorocarbons, sulfur hexafluoride, and other fluorinated gases, 

including nitrogen trifluoride and hydrofluorinated ethers. Currently, this is not a 

transportation-related regulation and, therefore, would not apply to this Program. However, the 

methodology developed as part of this regulation is helpful in identifying potential GHG emissions.

On December 7, 2009, the Final Endangerment and Cause or Contribute Findings for Greenhouse 

Gases, under Section 202(a) of the FCAA, was signed by the EPA administrator. The endangerment 

finding states that current and projected concentrations of the six key well-mixed GHGs in the 

atmosphere—CO2, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons, and sulfur 

hexafluoride—threaten the public health and welfare of current and future generations. Furthermore, 

it states that the combined emissions of these well-mixed GHGs from new motor vehicles and new 

motor vehicle engines contribute to the GHG pollution that threatens public health and welfare.
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3.3.2 State

California has taken proactive steps, briefly described below, to address the issues associated with 

GHG emissions and climate change.

Assembly Bill 1493

In 2002, with the passage of Assembly Bill (AB) 1493 (Pavley), California launched an innovative 

and proactive approach to dealing with GHG emissions and climate change at the state level. 

California AB 1493 requires ARB to develop and implement regulations to reduce automobile and 

light-truck GHG emissions. These stricter emissions standards were designed to apply to 

automobiles and light trucks beginning with the model year 2009. Although litigation challenged 

these regulations and EPA initially denied California’s related request for a waiver, the waiver 

request was later granted.

Assembly Bill 32

In 2006, the goal of Executive Order (EO) S-03-05 was further reinforced by AB 32 (Chapter 488, 

Statutes of 2006), the Global Warming Solutions Act of 2006, which requires the state to reduce 

GHG emissions to 1990 levels by 2020. AB 32 mandates that the ARB create a plan that includes 

market mechanisms and implement rules to achieve “real, quantifiable, cost-effective reductions of 

GHGs.” Separately, EO S-20-06 directs state agencies to begin implementing AB 32, including the 

recommendations made by the state’s Climate Action Team.

The following are specific requirements of AB 32:

• ARB will prepare and approve a scoping plan for achieving the maximum technologically 

feasible and cost-effective reductions in GHG emissions from sources or categories of 

sources of GHGs by 2020 (California Health and Safety Code Section 38561). The scoping 

plan, approved by the ARB on December 12, 2008, and updated on May 22, 2014, provides 

the outline for future actions to reduce GHG emissions in California via regulations, market 

mechanisms, and other measures. 

• The scoping plan includes the implementation of the high-speed rail system as a GHG 

reduction measure, estimating a 2020 reduction of 1 million metric tons (MMT) of 

CO2 equivalent (CO2e).

• Identify the statewide level of GHG emissions in 1990 to serve as the emissions limit to be 

achieved by 2020 (California Health and Safety Code Section 38550). In December 2007, 

ARB approved the 2020 emission limit of 427 MMT CO2e of GHG.
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• Adopt a regulation requiring the mandatory reporting of GHG emissions (California Health 

and Safety Code Section 38530). In December 2007, the ARB adopted a regulation requiring 

the largest industrial sources to report and verify its GHG emissions. The reporting regulation 

serves as a solid foundation to determine GHG emissions and track future changes in 

emission levels.

Executive Order S-3-05

On June 1, 2005, Governor Arnold Schwarzenegger signed California EO S-3-05. EO S-3-05 

establishes targets to reduce California’s GHG emissions to year 2000 levels by 2010, 1990 levels 

by 2020, and 80 percent below the 1990 levels by 2050. EO S-3-05 also calls for the California EPA

to prepare biennial science reports on the potential effect of continued global warming on certain 

sectors of the California economy. As a result of the scientific analysis presented in these biennial 

reports, a comprehensive 2009 Climate Adaptation Strategy was released following extensive 

interagency coordination and stakeholder input. The latest of these reports, Climate Action Team 

Biennial Report, was published in December 2010.

Governor’s Executive Order S-01-07

With EO S-01-07, Governor Schwarzenegger set forth the low carbon fuel standard for California. 

Under this EO, the carbon intensity of California’s transportation fuels is to be reduced by at least 

10 percent by 2020.

Governor’s Executive Order S-13-08

On November 14, 2008, the Governor signed an EO to address the risk of sea level rise resulting 

from global climate change. It requires all state agencies that are planning construction projects in 

the areas vulnerable to sea level rise to consider a range of sea level rise scenarios to assess 

project vulnerability and, to the extent feasible, reduce expected risks, and increase resiliency to sea 

level rise.

Governor’s Executive Order B-30-15

On April 29, 2015, the Governor issued an EO to establish a California GHG reduction target of 

40 percent below 1990 levels by 2030. The new emission reduction target of 40 percent below 

1990 levels by 2030 is intended to make it possible to reach the state’s ultimate goal of reducing 

emissions 80 percent under 1990 levels by 2050.
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Senate Bill 375

Senate Bill (SB) 375, the Sustainable Communities and Climate Protection Act of 2008 (Chapter 

728, Statutes of 2008), signed into law by the Governor on September 30, 2008, became effective 

January 1, 2009. This law requires ARB to develop regional reduction targets for GHG emissions 

and prompts the creation of regional land use and transportation plans to reduce emissions from 

passenger vehicle use throughout the state. The targets apply to the regions in the state covered by 

California’s 18 MPOs. The 18 MPOs have been tasked with creating the regional land use and 

transportation plans called sustainable community strategies. The MPOs are required to develop the 

sustainable community strategies through integrated land use and transportation planning and 

demonstrate an ability to attain the proposed reduction targets by 2020 and 2035. This would be 

accomplished through either the financially constrained sustainable community strategies as part of 

its regional transportation plan or through an unconstrained alternative planning strategy. If regions 

develop integrated land use, housing, and transportation plans that meet the SB 375 targets, new 

projects in these regions can be relieved of certain review requirements of CEQA.

Pursuant to SB 375, ARB appointed a Regional Targets Advisory Committee on 

January 23, 2009, to provide recommendations on factors to be considered and methodologies to be 

used in ARB’s target-setting process. The Regional Targets Advisory Committee was required to 

provide its recommendations in a report to ARB by September 30, 2009. The report included 

relevant issues, such as data needs, modeling techniques, growth forecasts, jobs-housing balance, 

interregional travel, various land use/transportation issues affecting GHG emissions, and overall 

issues relating to setting these targets. ARB adopted the final targets on September 23, 2010. ARB 

must update the regional targets every 8 years (or 4 years if it so chooses), consistent with each 

MPO update of its regional transportation plan.

Senate Bill 32

SB 32 expands upon AB 32 to reduce GHG emissions. SB 32 was signed into law on 

September 8, 2016, by Governor Jerry Brown, and it sets into law the mandated reduction target in 

GHG emissions as written into EO B-30-15.
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3.4 Regulatory Compliance

No formal agency approvals would be requested with the Tier 1/Program EIS/EIR. The air quality 

and GHG compliance requirements for Tier 2/Project-level analysis are described in the 

Tier 1/Program EIS/EIR. Although requirements to make a conformity determination would not apply 

at the Tier 1/Program EIS/EIR level, such requirements would need to be addressed for Tier 

2Project-level analysis. The applicability of transportation and/or general conformity for Tier 

2/Project-level analysis would be determined by the FRA, Caltrans, and RCTC.
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4 Methodology

This methodology for this Tier 1/Program service-level evaluation identifies the approach and 

assumptions for describing existing conditions for air quality and GHGs and analyzing the 

environmental consequences of the Build Alternative Options when compared with the No Build 

Alternative. The methodology describes how the affected environment was defined, presents the 

approach that was taken for evaluating Program-related effects, and identifies data sources.

4.1 Approach

Given that the details of the needed rail infrastructure and station locations are unknown at this time, 

direct and indirect effects on air quality and GHG emissions were evaluated qualitatively. The 

evaluation of potential effects on air quality includes 1) a qualitative evaluation of 

construction-related emissions; 2) identification and qualitative evaluation of operations-related 

emissions sources; 3) qualitative evaluation of GHG emissions; and 4) discussions of likely Tier 

2 Program-level analyses.

4.1.1 Air Quality

Potential regional air quality effects from the Program were evaluated based on a comparison of 

their effects on overall air quality emission burdens. In addition, the effect of these changes on 

maintenance and non-attainment areas, as classified by U.S. EPA at the time of evaluation, is 

discussed. 

To examine the Program’s potential effects on local air quality, a quantitative analysis was 

conducted based on potential changes in vehicle miles traveled (VMT) as a result of estimated 

changes in local traffic at stations, changes in rail service, and location of parking facilities. Regional 

VMT estimates and EMFAC2017 emissions factors were used to estimate criteria pollutant 

emissions for the Build Alternative Options and No Build Alternative. Locomotive emissions were 

estimated using rail miles traveled estimates and EPA locomotive emissions factors. Potential local 

health risks associated with construction and locomotive diesel particulate matter emissions were 

evaluated qualitatively.
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General Conformity

While a conformity determination would not apply to the Tier 1/Program EIS/EIR, the analysis 

approach of conformity would be used by comparing the net increase in criteria pollutant emissions 

estimated to occur under the Build Alternative Options when compared with the No Build Alternative 

to the General Conformity de minimis levels shown in Table 4-1. Since the Program would be 

located partially in the SCAB and partially in the SSAB, net criteria pollutant emissions occurring in 

each air basin would be compared with applicable de minimis levels (i.e., emissions occurring within 

the SCAB would be compared with SCAB de minimis levels, and vice-versa).

Under the FCAA’s General Conformity requirements (Section 176[c][4]), determinations are made 

based on de minimis levels. These de minimis levels can be found in 40 CFR 93.153(b) and vary 

according to the type of pollutant and severity of the non-attainment area. Table 4-1 summarizes 

pollutant de minimis levels. These levels were established to focus on those federal actions likely to 

have a significant effect on air quality. If the Build Alternative Options emissions are projected to be 

below the de minimis levels, then the FCCA assumes the Program would not result in any significant 

air quality effects and no further analysis would be required.

Conversely, if the Build Alternative Options emissions exceed de minimis levels, then the Program

would require a conformity determination requiring a “hot-spot” analysis of criteria pollutants relative 

to the NAAQS. The federal lead agency would be able to make changes to the design of the 

Program to reduce emissions below de minimis levels to achieve a General Conformity 

determination required by FRA. Hot-spot analyses would be conducted as part of the Tier 

2/Project-level analysis once site-specific effects are known.

Table 4-1. General Conformity De Minimis Levels

Source: EPA 2018b

Criteria Pollutant

Tons per Yeara

(SCAB)

Tons per Yeara

(SSAB)

O3 10 25

CO 100 100

PM10 100 100

PM2.5 100 100

Pb 25 25

Notes:

a The Build Alternative Options Alignment would be located partially in the SCAB and partially in the SSAB; 

therefore, net criteria pollutant emissions occurring in each air basin would be compared with applicable de 

minimis levels.
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CO=carbon monoxide; O3=ozone, volatile organic compounds or nitrogen oxides; Pb=lead; PM2.5=particulate matter 

2.5 microns or less; PM10=particulate matter 10 microns or less; SCAB=South Coast Air Basin; SSAB=Salton Sea Air 

Basin

4.1.2 Greenhouse Gas Emissions

GHG emissions were evaluated on a statewide level, as emissions released as a result of 

implementing the Build Alternative Options would not be localized or regional; this is because of their 

rapid dispersion into the global atmosphere. For the GHG emissions evaluation, passenger VMT and 

locomotive operations were evaluated as the main source of energy consumption that would be 

affected by the Build Alternative Options. Regional VMT estimates and EMFAC2017 emissions 

factors were used to estimate GHG emissions for the Build Alternative Options and No Build 

Alternative. Locomotive emissions were estimated using rail miles traveled estimates and EPA 

locomotive emissions factors.

4.2 Data Sources

The data sources listed in Table 4-2 were used to establish the existing conditions as part of the 

affected environment for the air quality and GHG emissions evaluation. Existing ambient air quality 

and GHG emissions data from the California ARB and U.S. EPA were collected and summarized. 

The current status of MPO-administered areas within the affected environment were described with 

regard to ambient air quality standards and EPA’s Final Conformity Rule. GHG emissions were 

compiled from ARB for the affected environment. The ARB GHG emissions information is available 

on a statewide basis. 

Table 4-2. Data Sources for the Evaluation Air Quality and Greenhouse Gases

Resource Data Source Data Application

EPA • NAAQS attainment status and air 

quality standards 

• General Conformity de minimis levels

• Passenger rail emissions factors

• Existing conditions

• Criteria pollutant emission factors 

for the regional emissions 

analysis

California ARB • CAAQS attainment status

• Statewide GHG emissions inventory 

data

• EMFAC2017 Web Database emissions 

factors

• Existing conditions
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Resource Data Source Data Application

Air quality management 

districts

• Local thresholds/standards

• Construction regulations/best 

management practices

• Existing conditions

• Localized analysis

• Regional emissions

Notes:

ARB=Air Resources Board; CAAQS=California Ambient Air Quality Standards; EPA=Environmental Protection 

Agency; GHG=greenhouse gas; NAAQS=National Ambient Air Quality Standards

4.3 Tier 1/Program EIS/EIR Study Area

The Program Corridor crosses a large geographic area within Southern California, spanning 

approximately 144 miles from its western terminus in Los Angeles to its eastern terminus in 

Coachella. The Tier 1/Program EIS/EIR Study Area for air quality includes the affected air basins, 

SCAB for the Western Section and the Eastern Section (west of Cabazon), and the SSAB for the 

Eastern Section (east of Cabazon), as depicted on Figure 4-1. The Tier 1/Program EIS/EIR Study 

Area for GHGs includes the state of California.
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Figure 4-1. Air Basins Traversed by the Program Corridor
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5 Existing Conditions

5.1 Air Quality

California is divided into 15 air basins to better manage air pollution. Air basin boundaries were 

determined by grouping together areas with similar geographical and meteorological features. 

Political boundaries were also considered in determining the air basin boundaries. The Tier 

1/Program EIS/EIR Study Area is located partially within in the SCAB and partially within the SSAB

as show on Figure 4-1. Table 5-1 summarizes the federal (under NAAQS) and state (under CAAQS) 

attainment status for the SCAB and SSAB.

Table 5-1. Federal and State Attainment Status of the South Coast Air Basin and Salton 

Sea Air Basin

Pollutant

SCAB Attainment 

Status:

Federal

SCAB Attainment 

Status:

State

SSAB Attainment 

Status:

Federal

SSAB Attainment 

Status:

State

O3 1-hour — Non-attainment — Non-attainment

O3 8-hour Non-attainment/ 

extreme

Non-attainment Non-attainment/ 

Severe 15

Non-attainment

PM10 Attainment/ 

maintenance

Non-attainment Non-attainment/ 

Serious

Non-attainment

PM2.5 Non-attainment/ 

moderate

Non-attainment Attainment/ 

unclassifiable

Attainment

CO Attainment/ 

maintenance

Attainment Attainment/ 

unclassifiable

Attainment

NO2 1-hour Attainment/ 

unclassifiable 

Attainment Attainment/ 

unclassifiable

Attainment

NO2 Annual Attainment/ 

maintenance

Attainment Attainment/ 

unclassifiable

Attainment

SO2 Attainment/ 

unclassifiable

Attainment Attainment/ 

unclassifiable

Attainment
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Pollutant

SCAB Attainment 

Status:

Federal

SCAB Attainment 

Status:

State

SSAB Attainment 

Status:

Federal

SSAB Attainment 

Status:

State

Pb Non-attainment 

(partial Los Angeles

County only)

Attainment (rest of the 

SCAB) 

Attainment Attainment/ 

unclassifiable

Attainment

All others — Attainment — Attainment/ 

unclassifiable

Source: ARB 2018; EPA 2018a

Notes:

CO=carbon monoxide; NO2=nitrogen dioxide; O3=ozone; NA=not applicable; Pb=lead; PM2.5=particulate matter 2.5 

microns or less; PM10=particulate matter 10 microns or less; SCAB=South Coast Air Basin; SO2=sulfur dioxide; 

SSAB=Salton Sea Air Basin

Under the federal criteria, all counties in the SCAB are currently designated as 

non-attainment/extreme for the federal 8-hour O3 standard; attainment/maintenance for the federal 

PM10, CO, and annual NO2 standards; non-attainment/serious for the federal PM2.5 standard; 

unclassified for the federal 1-hour NO2 and SO2 standards; and attainment (except part of Los 

Angeles County) for the federal Pb standard. Emissions of PM2.5 and nitrogen oxide (NOx) from 

diesel locomotive engines currently contribute to the non-attainment of the NAAQS for PM2.5 and O3. 

U.S. EPA has established emission standards for these pollutants for newly manufactured and 

remanufactured locomotives (73 Federal Register 25098, Locomotive and Commercial Marine Rule).

U.S. EPA is projecting that PM2.5 and NOx emissions will drop as a result of these standards. All 

counties in the SCAB are considered in non-attainment for the state 1-hour O3, 8-hour O3, PM10, and 

PM2.5 standards and in attainment for all other state standards. National and California area 

designation maps are provided in Appendix A. These maps show non-attainment area locations.

The SSAB is currently designated as non-attainment/severe 15 for the federal 8-hour O3 standard;

non-attainment/serious for the federal PM10 standard; and attainment/unclassified for all remaining 

federal standards. With respect to state standards, the SSAB is designated non-attainment for the 

O3 and PM10 standards and attainment for all other standards.
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5.1.1 Fugitive Dust

Fugitive dust is PM from unstable or disturbed soil surfaces that becomes airborne because of

mechanical disturbance and has the potential to adversely affect human health or the environment. 

The most common forms of PM are known as PM10 and PM2.5. Fugitive dust originates from 

agricultural, mining, construction, and manufacturing activities, among others. This evaluation 

primarily addresses fugitive dust generated from construction activities such as earth moving, paved 

road trackout, driving on haul roads, and disturbing surface areas, since such activities would likely 

be required during construction of the passenger rail system.

5.1.2 Class I Areas

Rail service contributes to visibility concerns in non-attainment and maintenance areas primarily

through PM2.5, SO2, and NOx diesel emissions, which contribute to the formation of secondary PM2.5.

Under the provisions of the Clean Air Act, EPA has designated a number of areas in the state of 

California, including national parks and wilderness areas, as mandatory Class I Areas where visibility 

is an important value. These mandatory Class I areas are listed in 40 CFR 81.403. Under the EPA 

Regional Haze Rule, states must establish goals to improve visibility in Class I areas and develop 

long-term strategies to reduce emissions of air pollutants that cause visibility impairment. These 

goals are outlined in the SIP. Of the mandatory Class I areas in the Program vicinity, San Gorgonio 

Wilderness and San Jacinto Wilderness are the closest to the Program Corridor.

5.2 Greenhouse Gas Emissions 

5.2.1 Statewide Greenhouse Gas Inventory

As a requirement of AB 32, ARB constructed a GHG emissions inventory to determine the 

1990 emission level and 2020 limit of 431 MMT CO2e, using the Intergovernmental Panel on Climate 

Change fourth assessment report GWPs (ARB 2014). GHGs are inventoried on a statewide basis 

because their effects are not localized or regional; this is because of their rapid dispersion into the 

global atmosphere. Because climate change is a global and not a regional issue, specific inventories 

have not been prepared for the individual air basins. The original statewide 2020 limit of 427 MMT 

CO2e was approved on December 6, 2007, and was not sector-specific. A revised statewide 

2020 limit of 431 MMT CO2e was approved on May 22, 2014, and also was not sector-specific. 

Since development of the 1990 emissions inventory, ARB has prepared a statewide inventory for 

years 2000 through 2016. A summary of the 2018 statewide GHG emissions inventory is depicted in

Table 5-2.
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Table 5-2. California Greenhouse Gas Inventory (2018)

GHG Emission Category

2018 Emissions 

(MMT CO2e) Percentage of Total

Transportation 169.5 38.8

Electric power 63.1 14.4

Commercial and residential 41.4 9.5

Industrial 89.2 20.4

Agriculture and forestry 32.6 7.5

High global warming potential gases 20.5 4.7

Recycling and waste 20.5 4.7

Total California Emissions 436.8 100

Source: ARB 2020

Notes:

CO2e=CO2 equivalent; GHG=greenhouse gas; MMT=million metric tons

As depicted in the Table 5-2, the transportation sector accounts for 38.8 percent of the total 

statewide GHG emissions. Contributions from the transportation sector include emissions from 

on-road and off-road vehicles, aviation, rail, and water-borne vehicles, as well as a few other smaller 

sources.
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6 Environmental Consequences

6.1 No Build Alternative

Under the No Build Alternative, a new passenger rail system would not be built, and effects on air 

quality and GHG emissions are not anticipated beyond what would occur as a result of other 

approved projects. Existing air quality, compared with future air quality without the Program, would 

be affected by two key factors: regional growth and air quality and GHG regulatory actions. Regional 

growth, such as increased residential development and density, along with additional industry, 

results in more and greater sources of air and GHG emissions. These increases in air emissions are 

offset by transportation projects, which generally reduce traffic congestion, thus minimizing local 

effects for emission hot spots, as well as vehicle regulatory programs that control the level of 

emissions from on-road and non-road vehicles.

While regional program efforts and changes in transportation technology (e.g., use of electrified and 

Tier IV equipment) would reduce future pollutant burdens for air quality criteria pollutants such as 

VOC, CO, NOx, PM2.5, and PM10, and GHG emissions within the Program Corridor, several existing 

and committed transportation projects would occur in the Program Corridor under the No Build 

Alternative. These future projects would result in an increase in passenger and freight services 

resulting in more and greater sources of air quality and GHG emissions within the Program Corridor 

under the No Build Alternative. 

As shown in Table 6-1, with projected regional growth, the No Build Alternative would result in an 

increase in traffic and VMT because more cars would be on the roadways. 

Table 6-1. Estimate of Tier 1/Program EIS/EIR Study Area Annual Vehicle Miles Traveled

Year No Build VMT

Existing Year (2018) 3,195,227,280 

Opening Year (2024) 3,475,105,216 

Future Year (2044) 4,335,611,649 

Notes:

VMT=vehicle miles traveled
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With the continued trend in increases in VMT within the Tier 1/Program EIS/EIR Study Area, energy 

consumption and GHG emissions would be likely to increase under the No Build Alternative. This 

assessment does not take into account other influences, including changes in corporate average fuel 

economy standards, bus and aircraft efficiency, fuel compositions, and other factors.

6.2 Build Alternative Options 1, 2, and 3

6.2.1 Air Quality 

Western Section 

Construction

The Western Section utilizes existing rail infrastructure, and no additional track improvements would 

be required to accommodate the proposed service. No new stations or construction to existing 

stations would be required to accommodate the proposed service because the existing railroad 

infrastructure and stations from LAUS to Colton would be used. As such, construction-related effects 

on air quality in the Western Section are not anticipated. 

Operation

Current (2018) daily rail traffic volumes on the Western Section (as shown in Chapter 2 of the Tier 

1/Program EIS/EIR) vary by segment (RCTC and FRA 2021a). The highest density segment is 

between Los Angeles and Fullerton and has an average of 86 daily trains, while the lowest density 

segment is between Fullerton and Atwood and has an average of 43 daily trains. An additional two 

daily round-trip intercity passenger trains, even when compared with the lowest density segment, 

would represent a minor increase in train activity compared with current (2018) traffic volume along 

the existing railroad ROW. In 2024 and 2044, the Program would add the same number of rail 

operations to higher baseline conditions. Therefore, the Program’s effects in 2024 (as shown in 

Chapter 2 of the Tier 1/Program EIS/EIR) and 2044 (as shown in Chapter 2 of the Tier 1/Program 

EIS/EIR) would be lower than those evaluated under existing conditions for the lowest density 

segment. Changes to air quality within the Western Section, as a result of the operations associated 

with the Build Alternative Options, would be similar to that described under the Eastern Section, 

below. A full discussion and applicable data from operation of the Build Alternative Options are 

provided in the Eastern Section Operation section.
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Eastern Section 

Construction

The Eastern Section would include infrastructure improvements (such as sidings, additional main

line track, wayside signals, drainage, grade-separation structures, and stations) to accommodate the 

proposed service and would result in short-term increases in dust and equipment-related emissions 

in and around the construction site. Exhaust emissions during construction would be generated by 

fuel combustion in motor vehicles and construction equipment, and particulate emissions would 

result from soil disturbance, earthwork, and other construction activities. Construction vehicle activity 

and disruption of normal traffic flow may also result in increased motor vehicle emissions within the 

construction area.

The air quality emissions that could be generated would vary depending on the length of the 

construction period, specific construction activity (e.g., grading, paving, pile driving), types of 

equipment, and number of personnel.

Construction of any of the Build Alternative Options would have the potential to cause temporary air 

quality effects. In general, the degree of adverse construction effects is proportional to the length of 

new rail proposed to be constructed, number of grade separations, number and size of new facilities, 

relationship of the improvements and facilities to populated areas, and the duration of construction at 

each site.

Potential air quality impacts from each construction project would be short term and would occur at a 

location only while construction work is in progress. Construction activities would be required to 

comply with applicable local, state, and federal regulations, in addition to the implementation of 

identified BMPs, to minimize emissions and construction effects. 

Design specifics and locations of the rail infrastructure improvements and station facilities are not 

known at this time, so the air quality emissions that could be generated and potential sensitive 

receptors that could be affected during specific construction activities cannot be quantified at the Tier 

1/Program-level evaluation. Once detailed construction information for the site-specific rail 

infrastructure improvement or station facility is available, a quantitative estimate of the total air 

quality emissions during construction would be conducted and impacts on sensitive receptors would 

be evaluated during the Tier 2/Project-level analysis.

Temporary dust emissions would also be expected from construction activities; however, fugitive 

dust generated from construction activities would be controlled in accordance with the SCAQMD 

District Rule 403. Construction activities would be required to comply with applicable local, state, and 

federal regulations, in addition to the implementation of identified BMPs, to minimize emissions and 

construction effects.
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Construction emissions with expected regional emissions decreases during Program operation are

not possible to offset because CEQA significance thresholds are daily emissions thresholds.

Regarding local effects, local project and site specifics (unknown at this time) are needed to make a 

significance determination. Local specifics include construction duration and intensity at specific 

sites. Site-specific effects would be considered at the Tier 2/Project-level analysis.

Although construction of site-specific rail infrastructure and station facilities would be subject to 

applicable regulations and BMPs, when compared with the No Build Alternative, short-term localized 

construction air quality effects could be substantial within the Program Corridor under Build 

Alternative Option 1 if the implementation of BMPs does not bring construction emissions to below 

identified SCAQMD construction emission thresholds. The Tier 2/Project-level analysis would also 

evaluate mobile-source, air toxic emissions to assess construction period effects and SCAQMD 

regional and local daily significance thresholds. When compared with Build Alternative Option 1, 

Build Alternative Option 2 would have slightly reduced effects due to a shorter route alignment and 

reduced station options. However, the magnitude of effects would be similar for Build Alternative 

Option 2 and would be considered substantial when compared with the No Build Alternative. When 

compared with Build Alternative Options 1 or 2, Build Alternative Option 3 may have slightly reduced 

effects due to a slightly smaller footprint associated with a shorter route alignment, reduced station 

options, and reduced third rail track infrastructure.

Operation

Current (2018) daily rail traffic volumes on the Eastern Section (as shown in Chapter 2 of the Tier 

1/Program EIS/EIR) average 43 daily trains along the Colton-Coachella segment, consisting of

freight and passenger trains (RCTC and RA 2021a). The addition of two daily round-trip intercity 

passenger trains would represent a minor increase in train activity compared with current (2018) 

traffic volume along the existing railroad ROW. In 2024 and 2044, the Program would add the same 

number of rail operations to higher baseline conditions. Therefore, the Program’s effects in 2024 (as 

shown in Chapter 2 of the Tier 1/Program EIS/EIR) and 2044 (as shown in Chapter 2 of the Tier 

1/Program EIS/EIR) would be lower than those evaluated under existing conditions.

During operation, passenger train frequencies proposed as part of the Program would consist of the 

addition of two daily, round-trip intercity diesel-powered passenger trains operating the entire length 

of the Program Corridor between Los Angeles and Coachella. Operational activities are anticipated 

to be limited to maintenance of culverts, bridges, embankments, and station areas. Operation of any 

of the Build Alternative Options would generally result in a long-term net benefit to air quality by

reducing emissions of criteria pollutants, toxic air pollutants, and GHGs. There are several factors 

that would contribute to the extent to which the operation any of the Build Alternative Options have a 

long-term effect on air quality. These include the operation of the stations and other supporting 
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facilities, the forecast ridership of the rail system, and the subsequent vehicle and airplane emission 

change due to the shift of travel mode.

Build Alternative Options with higher ridership would have the potential to shift more passengers 

from driving to riding the trains, thus decreasing the regional VMT and associated vehicle emissions. 

In addition, longer route segments would provide access to more locations and would likely have a 

greater reduction in regional VMT.

The estimated annual railroad emissions for operation of the Build Alternative Options are provided 

below in Table 6-2 and Table 6-3. These estimates do not consider future emission reductions

associated with new emission standards or changes in transportation technology (e.g., U.S. EPA 

Tier IV equipment). As the Program Corridor operations would not change between Build Alternative 

Options, the emissions listed in Table 6-2 and Table 6-3 are applicable to both the Opening Year 

2024 and Horizon Year 2044 conditions. Since rail emissions would occur across the SCAB and 

SSAB air basins, emissions estimates are provided for both.

Table 6-2. Estimate of Locomotive Emissions in Tons per Year Build Alternative Option 1 

(Opening Year 2024 and Horizon Year 2044)

Air Basin NOx VOC PM10 PM2.5 CO

Estimated Rail Emissions

SCAB 5.0166 0.2007 0.0008 0.0007 6.4213

SSAB 1.7984 0.0719 0.0003 0.0003 2.3020

Total 6.8150 0.2726 0.0011 0.0010 8.7233

General Conformity de Minimis Level

SCAB 10 10 100 100 100

SSAB 25 25 100 100 100

Notes:

See Appendix B for emissions estimate assumptions and calculations.

CO=carbon monoxide; NOx=nitrogen oxide; PM2.5=particulate matter 2.5 microns or less; PM10=particulate matter 10 

microns or less; SCAB=South Coast Air Basin; SSAB=Salton Sea Air Basin; VOC=volatile organic compounds
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Table 6-3. Estimate of Locomotive Emissions in Tons per Year Build Alternative Option 2 

and 3 (Opening Year 2024 and Horizon Year 2044)*

Air Basin NOx VOC PM10 PM2.5 CO

Estimated Rail Emissions

SCAB 4.9279 0.1971 0.0007 0.0007 6.3077

SSAB 1.7097 0.0684 0.0003 0.0003 2.1884

Total 6.6376 0.2655 0.0010 0.0010 8.4961

General Conformity de Minimis Level

SCAB 10 10 100 100 100

SSAB 25 25 100 100 100

Notes:

See Appendix B for emissions estimate assumptions and calculations.

As the Program operations would not change, the emissions are applicable to both the Opening Year 2024 and 

Horizon Year 2044 conditions.

CO=carbon monoxide; NOx=nitrogen oxide; PM2.5=particulate matter 2.5 microns or less; PM10=particulate matter 10 

microns or less; SCAB=South Coast Air Basin; SSAB=Salton Sea Air Basin; VOC=volatile organic compounds

While operation of the Build Alternative Options would increase emissions from locomotives, those 

emissions would be offset by automobile emission reduction that would occur due to the travel mode 

shift from automobile to rail transport within the travel corridor. The projection of ridership and VMT 

reductions is provided below in Table 6-4 and Table 6-5 (see the Transportation Impact Technical 

Memorandum [RCTC and FRA 2021b] for detailed information about ridership).

Table 6-4. Annual Ridership and Annual Vehicle Miles Traveled by Horizon Year (Build 

Alternative Option 1)

Alternative Scenarios

Annual Ridership 

(one-way trips) VMT (million)

Existing Year (2018)a

2018 baseline/existing conditions — 3,200.0 

Opening Year (2024)

No Build Alternative — 3,500.0

Build Alternative Option 1 204,107 3,489.5
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Alternative Scenarios

Annual Ridership 

(one-way trips) VMT (million)

Change in VMTs from No Build Alternative — 10.5 

Future Year (2044)

No Build Alternative — 4,300.0

Build Alternative Option 1 338,540 4,282.6

Change in VMTs from No Build Alternative — 17.4 

Source: RCTC and FRA 2021b

Notes:

a Existing Year (2018) assumes no reductions from emissions, as the Program would not be in operation. 

VMT=vehicle miles traveled

Table 6-5. Annual Ridership and Annual Vehicle Miles Traveled by Horizon Year (Build 

Alternative Option 2 and 3)

Alternative Scenarios

Annual Ridership 

(one-way trips) VMT (million)

Existing Year (2018)a

2018 baseline/existing conditions — 3,200.0

Opening Year (2024)

No Build Alternative — 3,500.0

Build Alternatives Options 2 and 3 188,290 3,490.3

Change in VMTs from No Build Alternative — 9.7

Future Year (2044)

No Build Alternative — 4,300.0

Build Alternative Options 2 and 3 312,306 4,283.9

Change in VMTs from No Build Alternative — 16.1

Source: RCTC and FRA 2021b

Notes:

a Existing Year (2018) assumes no reductions from emissions, as the Program would not be in operation. 

VMT=vehicle miles traveled
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Operation of the Build Alternative Options would be largely beneficial to air quality in the region and 

would be expected to contribute to the region’s long-term attainment of air quality goals by reducing 

VMT and vehicle emissions. A conservative estimate of regional criteria pollutant reductions related 

to the VMT reduction estimates discussed above is provided in Table 6-6 and Table 6-7. These 

emissions reduction estimates would be partially offset by new locomotive and station operations 

emissions.

For Tier 2/Project-level analysis, the amount of mobile source air toxics emitted would be 

proportional to the resulting VMT, assuming that other variables, such as fleet mix, are the same for 

the Program Corridor. A comprehensive quantitative air quality analysis would be performed during 

Tier 2/Project-level analysis to determine air pollutant effects and quantify on-road mobile-source 

emissions reductions, as well as locomotive operations and train station operations area-source 

emissions.

Table 6-6. Regional Air Quality Criteria Pollutant Estimates in Tons by Horizon Year 

(Build Alternative Option 1)

Station Options VOC NOX CO SOx PM10 PM2.5

Existing Conditions

2018 Baseline/Existing Emissions 96.3 349.3 4,282.4 11.2 164.8 69.1 

Opening Year 2024

2024 No Build Emissions 40.9 163.0 2,637.7 10.1 177.5 73.5 

Build Alternative Option 1 40.7 162.0 2,621.8 10.0 176.4 73.1

Change in emissions from No Build Alternative -0.2 -1.0 -15.9 -0.1 -1.1 -0.4

Future Year 2044

2044 No Build Emissions 10.1 79.4 1,918.8 9.4 216.7 87.4 

Build Alternative Option 1 10.0 78.8 1,903.4 9.3 215.0 86.7

Change in emissions from No Build Alternative -0.1 -0.6 -15.4 -0.1 -1.7 -0.7

Notes:

See Appendix B for emissions estimate assumptions and calculations.

CO=carbon monoxide; NOx=nitrogen oxide; PM2.5=particulate matter 2.5 microns or less; PM10=particulate matter 10 

microns or less; SOx=sulfur oxides; SCAB=South Coast Air Basin; SSAB=Salton Sea Air Basin; VOC=volatile organic 

compounds
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Table 6-7. Regional Air Quality Criteria Pollutant Estimates in Tons by Horizon Year 

(Build Alternative Option 2 and 3)

Station Options VOC NOX CO SOx PM10 PM2.5

Existing Conditions

2018 Baseline/Existing Emissions 96.3 349.3 4,282.4 11.2 164.8 69.1 

Opening Year 2024

No Build Alternative 40.9 163.0 2,637.7 10.1 177.5 73.5 

Build Alternatives Options 2 and 3 40.7 162.1 2,623.0 10.0 176.5 73.1

Change in emissions from No Build Alternative -0.2 -0.9 -14.7 -0.1 -1.0 -0.4

Future Year 2044

No Build Alternative 10.1 79.4 1,918.8 9.4 216.7 87.4 

Build Alternative Options 2 and 3 10.0 78.8 1,904.6 9.3 215.1 86.8

Change in emissions from No Build Alternative -0.1 -0.6 -14.2 -0.1 -1.6 -0.6

Notes:

See Appendix B for emissions estimate assumptions and calculations.

CO=carbon monoxide; NOx=nitrogen oxide; PM2.5=particulate matter 2.5 microns or less; PM10=particulate matter 10 

microns or less; SOx=sulfur oxides; SCAB=South Coast Air Basin; SSAB=Salton Sea Air Basin; VOC=volatile organic 

compounds

Localized activities, including locomotive idling and vehicular queuing in and around commuter 

parking lots, have the potential to result in air quality effects. Locations adjacent to station-related 

commuter parking lots could potentially experience increases in localized air quality pollutant 

concentrations, as additional traffic could be concentrated in these areas in addition to increased 

train idling at the station. The generation of localized CO, PM2.5, and PM10 emissions tend to occur at 

locations with a large number of vehicles idling, such as at congested intersections. Implementation 

of the Program under any of the Build Alternative Options could result in beneficial localized air 

quality effects through relieving traffic congestion in a local area. 

The Eastern Section would use the existing station in the City of Palm Springs. Additionally, up to 

five new potential stations could be constructed within the following areas: 1) Loma Linda/Redlands 

Area (serving the Cities of Loma Linda and Redlands), 2) the Pass Area (serving the communities of 

Beaumont, Banning, and Cabazon), 3) the Mid-Valley (serving the communities of Cathedral City, 

Thousand Palms, the Agua Caliente Casino area, Rancho Mirage, and Palm Desert), 4) the City of 
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Indio, and/or 5) the City of Coachella as the eastern terminus. The operation (e.g., local emissions 

from train idling) of each of the five new potential station options would be considered under a 

Tier 2/Project-level analysis once station location and construction design are identified and 

informed by the results of operations modeling work to be carried out as part of the Program. 

Locations adjacent to station-related commuter parking lots could possibly experience increases in 

localized pollutant concentrations, since traffic would now be concentrated in these areas, in addition 

to increased train idling at the station. As a result, a quantitative air quality analysis would be 

undertaken at representative locations during the Tier 2/Project-level analysis.

Implementation of the Program could add new at-grade rail crossings that would increase localized 

vehicle emissions at those locations, other rail infrastructure improvements, such as 

grade-separated crossings, could also be implemented, which could also relieve traffic congestion at 

the local level. 

Localized air quality emissions from Program operation would have the potential to expose nearby 

population to air pollutants such as diesel particulate matter. Potential localized air quality emissions 

associated with Program operation would be mostly from diesel locomotives idling. However, 

localized air quality emissions from diesel train travel are expected to be limited due to the low 

number of diesel locomotives that would idle at particular locations. Localized air quality effects 

would be higher in urban or populated areas due to the exposure of sensitive receptors. Facilities 

located mostly in suburban or rural areas, such as those in the Eastern Section, would likely have 

lower potential to cause localized air quality emission exposure than facilities in the Western Section, 

where there are more densely populated areas.

Similar to construction activities, operational activities would be subject to applicable local, state, and 

federal regulations, and operational BMPs would be implemented to minimize emissions and 

operational effects. Although operation of site-specific rail infrastructure and station facilities would 

be subject to applicable regulations and BMPs, when compared with the No Build Alternative, 

localized operational air quality effects could be substantial within the Program Corridor under Build 

Alternative Option 1, if the implementation of BMPs does not bring operational emissions to below 

identified localized SCAQMD operational emission thresholds. The Tier 2/Project-level analysis 

would also evaluate mobile source air toxics emissions to assess operational effects and SCAQMD 

regional and local daily significance thresholds. As shown in Table 6-6 and Table 6-7, when 

compared with Build Alternative Option 1, Build Alternative Options 2 and 3 could have nominally 

greater operational emissions of NOx, sulfur oxide (SOx), PM10, and PM2.5. As previously discussed, 

construction emissions with expected regional emissions decreases during Program operation are 

not possible to offset because CEQA significance thresholds are daily emissions thresholds. 

Regarding local effects, local project and site specifics (unknown at this time), including locations of 
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residential uses and train idle location areas, are needed to make a significance determination.

Site-specific effects would be considered at the Tier 2/Project-level analysis.

Implementation of the Build Alternative Options would not be expected to have any measurable air 

quality effects on Mandatory Federal Class I areas, including the San Gorgonio Wilderness and San 

Jacinto Wilderness. Nevertheless, further evaluation to assess visibility concerns, such as regional 

haze, would be considered during Tier 2/Project-level analysis.

According to the SCAQMD CEQA Air Quality Handbook, land uses associated with odor complaints 

typically include agricultural uses, wastewater treatment plants, food processing plants, chemical 

plants, composting, refineries, landfills, dairies, and fiberglass molding. Implementation of any of the 

Build Alternative Options is not anticipated to have any measurable odor effects, as the Program 

does not include any uses identified by SCAQMD as being associated with odor complaints. When 

compared with the No Build Alternative, odor effects would be negligible under Build Alternative 

Option 1. When compared with Build Alternative Option 1, Build Alternative Options 2 and 3 would 

have the same magnitude of effect and would be considered negligible when compared with the No 

Build Alternative. 

6.2.2 Greenhouse Gas Emissions

Western Section

Construction

The Build Alternatives Options utilize existing rail infrastructure, and no additional track 

improvements would be required to accommodate the proposed service. No new stations or 

construction to existing stations would be required to accommodate the proposed service. As such, 

construction-related effects associated with GHG emissions in the Western Section of the Program 

Corridor are not anticipated. 

Operation

Current (2018) daily rail traffic volumes on the Western Section (as shown in Chapter 2 of the Tier 

1/Program EIS/EIR) vary by segment (RCTC and FRA 2021a). The highest density segment is 

between Los Angeles and Fullerton and has an average of 86 daily trains, while the lowest density 

segment is between Fullerton and Atwood and has an average of 43 daily trains. An additional two 

daily round-trip intercity passenger trains, even when compared with the lowest density segment, 

would represent a minor increase in train activity compared with current (2018) traffic volume along 

the existing railroad ROW. In 2024 and 2044, the Program would add the same number of rail 

operations to higher baseline conditions. Therefore, the Program’s effects in 2024 (as shown in
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Chapter 2 of the Tier 1/Program EIS/EIR) and 2044 (as shown in Chapter 2 of the Tier 1/Program 

EIS/EIR) would be lower than those evaluated under existing conditions for the lowest density 

segment. Changes to GHG emissions within the Western Section as a result of the operations 

associated with the Build Alternative Options would be similar to that described under the Eastern 

Section, below. A full discussion and applicable data from operation of the Build Alternative Options 

are provided in the Eastern Section Operation section.

Eastern Section

Construction

Construction equipment and vehicles operated during Program construction would result in a 

temporary increase in fuel consumption, which would cease at the end of the construction activity. 

This increase in fuel consumption is highly likely to be minimal; however, project-specifics, including 

construction duration and intensity, are needed to demonstrate and model potential effects. GHG 

emissions would be generated from the use of equipment to conduct vegetation clearing, grading 

and excavation, and transport of materials and waste. The GHG emissions that could be generated 

would vary depending on the length of the construction period, specific construction activity (e.g., 

grading, paving, pile driving), types of equipment, and number of personnel. In some situations, 

construction GHG emissions associated from a project may be orders of magnitude lower than the 

operational emissions from the project due to construction emissions generally being short in 

duration compared with the project’s overall lifetime. 

The generation of GHG emissions from each Tier 2 construction project would be short term. 

Construction activities would be required to comply with applicable local, state, and federal 

regulations, in addition to the implementation of identified BMPs, to minimize GHG emissions and 

construction effects. 

Design specifics and locations of the rail infrastructure improvements and station facilities are not 

known at this time, so the GHG emissions that could be generated during specific construction 

activities cannot be quantified at the Tier 1/Program-level evaluation. Once detailed construction 

information for the site-specific rail infrastructure improvement or station facility is available, a 

quantitative estimate of the total GHG emissions during construction would be conducted and 

impacts would be evaluated during the Tier 2/Project-level analysis. 

Although construction of site-specific rail infrastructure and station facilities would be subject to 

applicable regulations and BMPs, when compared with the No Build Alternative, short-term 

construction GHG effects could be moderate within the Program Corridor under Build Alternative 

Option 1. When compared with Build Alternative Option 1, Build Alternative Option 2 would have 

slightly reduced effects due to a shorter route alignment and reduced station options. However, the 
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magnitude of effects would be similar for Build Alternative Option 2 and would be considered 

moderate when compared with the No Build Alternative. When compared with Build Alternative 

Option 1 or 2, Build Alternative Option 3 may have slightly reduced effects due to a slightly smaller 

footprint associated with a shorter route alignment, reduced station options, and reduced third rail 

track infrastructure.

Operation

Current (2018) daily rail traffic volumes on the Eastern Section (as shown in Chapter 2 the Tier 

1/Program EIS/EIR) average 43 daily trains along the Colton-Coachella segment, consisting of

freight and passenger trains (RCTC and FRA 2021a). The addition of two daily round-trip intercity 

passenger trains would represent a minor increase in train activity compared with current (2018) 

traffic volume along the existing railroad ROW. In 2024 and 2044, the Program would add the same 

number of rail operations to higher baseline conditions. Therefore, the Program’s effects in 2024 (as 

shown in Chapter 2 of the Tier 1/Program EIS/EIR) and 2044 (4.5 percent increase; as shown in 

Chapter 2 of the Tier 1/Program EIS/EIR) would be lower than those evaluated under existing 

conditions. Implementation of any of the Build Alternative Options has the potential to provide energy 

savings and reduce the transportation system’s effect on climate change. Based on projected 

ridership and VMT reductions, passenger rail use within the Program Corridor would decrease VMT 

and related mobile-source emissions. Emission reductions of GHG would mainly be attributed to the 

reduced travel time and resulting reduced fuel usage that would occur with operation of the Build 

Alternative Options. Emissions estimates associated with new locomotive service are shown below 

in Table 6-8 and Table 6-9.

Table 6-8. Greenhouse Gas Emission Estimates (Build Alternative Option 1) 

Emissions

No Build Alternative

(metric tons per year)

Build Alternative Option 1 

(metric tons per year)

Existing (2018)

Automobile emissions 1,033,792 1,033,792

Passenger rail emissions — —

Total GHG emissions 1,033,792 1,033,792

Change in GHG emissions from No Build 

Alternative

— —
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Emissions

No Build Alternative

(metric tons per year)

Build Alternative Option 1 

(metric tons per year)

Opening Year (2024)

Automobile emissions 934,560 934,560

Passenger rail emissions — 3,017

Total GHG emissions 934,560 934,560

Change in GHG emissions from No Build 

Alternative

— -2,630

Change in GHG emissions from Existing 

Year (2018)

-99,232 -101,862

Future Year (2044)

Automobile emissions 859,625 859,401

Passenger rail emissions — 3,017

Total GHG emissions 862,642 858,380

Change in GHG emissions from No Build

Alternative

— -3,909

Change in GHG emissions from Existing 

Year (2018)

-171,503 -175,412

Notes:

See Appendix B for emissions estimate assumptions and calculations.

GHG=greenhouse gas

Table 6-9. Greenhouse Gas Emission Estimates (Build Alternative Options 2 and 3)

Emissions

No Build Alternative

(metric tons per year)

Build Alternative

Option 2 and 3 

(metric tons per year)

Existing (2018)

Automobile emissions 1,033,792 1,033,792

Passenger rail emissions — Not Applicable

Total GHG emissions 1,033,792 1,033,792
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Emissions

No Build Alternative

(metric tons per year)

Build Alternative

Option 2 and 3 

(metric tons per year)

Change in GHG emissions from No Build 

Alternative

— —

Opening Year (2024)

Automobile emissions 934,560 929,352

Passenger rail emissions — 3,017

Total GHG emissions 934,560 932,369

Change in GHG emissions from No Build 

Alternative

— -2,191

Change in GHG emissions from Existing 

Year (2018)

-99,232 -101,423

Future Year (2044)

Automobile emissions 862,289 855,901

Passenger rail emissions — 3,017

Total GHG emissions 862,642 858,918

Change in GHG emissions from No Build

Alternative

— -3,371

Change in GHG emissions from Existing 

Year (2018)

-171,503 -174,874

Notes:

See Appendix B for emissions estimate assumptions and calculations.

GHG=greenhouse gas
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As shown in Table 6-8 and Table 6-9, when compared with the No Build Alternative, GHG effects 

would be beneficial within the Program Corridor under Build Alternative Option 1. When compared 

with Build Alternative Option 1, Build Alternative Options 2 and 3 would have slightly reduced 

beneficial effects due to a shorter route alignment and reduced station options. However, the 

magnitude of effects would be similar for Build Alternative Option 2 and 3 and would be considered 

beneficial when compared with the No Build Alternative. A comprehensive quantitative GHG analysis 

would be performed during Tier 2/Project-level analysis to determine GHG effects and quantify 

on-road mobile-source emissions reductions, as well as locomotive operations and train station 

operations area-source emissions. 
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7 Tier 2 Environmental Review

Considerations

The Tier 1/Program EIS/EIR evaluation provides an overview of potential effects resulting from 

development of the Build Alternative Options. Specific station locations, project design, and 

construction methods have not been determined. 

Tier 2/Project-level analysis would address site-specific potential effects resulting from construction 

and operation of infrastructure improvements (such as sidings, additional main line track, wayside 

signals, drainage, grade-separation structures, and stations). The Tier 2/Project-level analysis would 

analyze regional criteria pollutant emissions, GHG emissions, and mobile-source TACs emissions 

related to project-related changes in regional VMT and locomotive operations. Tier 2/Project-level

analysis would also evaluate the potential for effects on visual quality and potential for odors.

7.1 Air Quality

Air quality modeling would be required for Tier 2/Project-level analysis to quantify potential 

emissions for station alternatives studied in detail. Mitigation measures would also be identified at 

that time for any potential air quality effects. In addition, temporary construction effects would be 

quantified, and temporary control measures would be recommended. Typical construction mitigation 

measures that would be employed to the extent practicable include:

• Minimize idling time to save fuel and reduce emissions

• Use the cleanest fuels available at the time for construction equipment and vehicles to 

reduce exhaust emissions

• Keep construction equipment well maintained to ensure that exhaust systems are in good 

working order

• Control fugitive dust through a fugitive dust control plan, including watering disturbed areas

• To minimize wind-blown dust from blasting, particularly near community areas, control 

blasting and avoid blasting on days with high winds

• Develop a traffic plan to minimize traffic flow interference from construction equipment 

movement and activities
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In addition, the Tier 2 projects would comply with applicable SCAQMD Rules, such as Rule 

402 (Nuisance), Rule 403 (Fugitive Dust), Rule 1108 (Cutback Asphalt), and Rule 1113 

(Architectural Coatings).

During Tier 2/Project-level analysis, a detailed air quality analysis would be conducted for the 

projects to ascertain construction- and operation-period effects. Regional criteria pollutant emissions 

related to project-related changes in regional VMT and locomotive operations would be modeled and 

quantified for comparison to the general conformity de minimis thresholds. The potential effects of 

project-related motor vehicle emissions on local roadways in the vicinity of stations would also be 

assessed.

The Tier 2/Project-level analysis would also evaluate mobile source air toxics emissions to assess 

construction-and operation-period effects and SCAQMD regional and local daily significance 

thresholds. The operation-period assessment would consider locomotive emissions along the 

144-mile alignment and at each proposed station location. As previously discussed, EPA is 

projecting that PM2.5 and NOx emissions would drop as a result of new emissions standards for 

newly manufactured and remanufactured locomotives. For Tier 2/Project-level analysis, the amount 

of mobile source air toxics emitted would be proportional to the resulting VMT, assuming that other 

variables, such as fleet mix, are the same for the Program Corridor. A TAC health risk assessment 

may be required to fully assess optional construction and/or operation period effects. The Tier 

2/Project-level air quality analysis would include analysis of construction and operational air quality 

impacts, including identification and analysis of:

• Construction equipment to be used and corresponding air quality emissions that could be 

generated from construction activities;

• Construction and operational traffic impacts analysis, including quantification of construction 

emissions and comparison with SCAQMD significance thresholds;

• Sensitive receptors and exposure of those sensitive receptors to air quality emissions during 

construction and operational activities. If sensitive receptors are located within or adjacent to 

the Project site, a health risk assessment to assess cancer risks and non-carcinogenic 

hazards for sensitive receptors may be required;

• BMPs to be implemented during construction activities, such as practices to limit idling and 

construction emissions, the use of ozone precursor emission controls, implementation of 

diesel emission reduction plans, and use of California ARB certified equipment for 

combustion controls; and
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

Air Quality and Greenhouse Gas Technical Memorandum

May 2021 | 7-3

• If a project is located within an area designated as non-attainment for federal PM10 and PM2.5

standards, a PM10 and PM2.5 hot spot analysis shall be prepared based on guidance 

provided in Transportation Conformity Guidance for Qualitative Hot Spot Analyses in PM2.5

and PM10 Non-attainment and Maintenance Areas (U.S. EPA 2006). As part of the hot-spot 

analyses, a project-level conformity determination shall include a finding of whether the 

Project is a Project of Air Quality Concern. 

7.2 Greenhouse Gas Emissions

The potential effects of Tier 2/Project-related motor vehicle emissions on local roadways in the 

vicinity of up to five new potential stations would be assessed during the Tier 2/Project-level 

analysis. Detailed mitigation measures would also be developed and refined during Tier 

2/Project-level analysis.

Mitigation may not be required for GHG emissions because of the net benefits expected from 

reduced energy use, displaced emissions because of a mode shift to transit and the resulting

reduced congestion, and new emission standards governing locomotives. Once a break-even point 

is reached, increased ridership would be expected to result in reduced overall GHG emissions in the 

Program Corridor. Further reduction of GHG emissions could be expected by employing best 

management practices associated with construction (e.g., conserving fuel and reducing GHG 

emissions during construction activities) and/or operation (e.g., improving fuel efficiency of 

locomotives, fueling with low-carbon footprint sources). Any efforts to increase displacement of 

riders from light vehicles to rail (e.g., advertising, incentives) could be developed into project design 

or set up as additional mitigation. 

The Council on Environmental Quality withdrew its “Final Guidance for Federal Departments and 

Agencies on Consideration of Greenhouse Gas Emissions and the Effects of Climate Change in 

National Environmental Policy Act Reviews,” effective April 5, 2017. As such, CEQA significance 

thresholds would also be used to satisfy the National Environmental Policy Act considerations, which 

would be considered during the Tier 2/Project-level analysis. Construction- and operation-period 

GHG emissions would be quantified, and the overall project would be evaluated for consistency with 

AB 32, among other regulations.

Specific measures that would be incorporated into Tier 2/Project-level design or developed as 

mitigation measures to the extent practicable include:

• Identifying state-of-the-art locomotives to maximize fuel efficiency

• Target-marketing to drivers of single-occupancy vehicles to maximize the effects of rail 

modal use on energy conservation and reduction of GHG emissions
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

Air Quality and Greenhouse Gas Technical Memorandum

May 2021 | 7-4

• Concentrating bus-service routes to feed passengers to train stations

• Bringing dispersed riders to train stations through other methods (e.g., demand response 

systems, such as paratransit, taxi, shuttle, and call-and-ride

Typical construction mitigation measures that would be employed to the extent practicable include:

• Limiting construction and operational equipment idling

• Encouraging workers to carpool

• Locating staging areas near work sites

• Scheduling material deliveries during off-peak hours to minimize highway congestion

• Construction energy conservation plan: a plan would be developed to avoid excess energy 

consumption shall be required for the specific rail infrastructure or station facility proposed. 

The construction energy conservation plan shall identify best management practices 

including, but not limited to, the following:

o Identification of opportunities to use newer, more energy efficient construction 

equipment, vehicles, and materials

o Limit construction equipment idling

o Develop and implement a program encouraging construction workers to carpool or use 

public transportation for travel to and from construction sites

o Locate construction materials production facilities on site or in proximity to Tier 2/Project

work sites

o Schedule material deliveries during off-peak hours to minimize highway congestion

• Operational energy conservation plan: a plan shall be required for the specific rail 

infrastructure or station facility proposed. The operational energy conservation plan shall 

identify best management practices, including, but not limited to, the following:

o Limit operational idling at stations

o Identify state-of-the-art locomotives to maximize fuel efficiency

o Target market to drivers of single-occupancy vehicles to maximize the effects of rail 

modal use on energy conservation and reduction of greenhouse gas emissions

o Concentrate bus-service routes to feed passengers to train stations

o Bring dispersed riders to train stations through other methods (e.g., demand response 

systems [paratransit, taxi, shuttle, call-and-ride])
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

Air Quality and Greenhouse Gas Technical Memorandum

May 2021 | 7-5

Ridership data may change before Tier 2/Project-level analysis is initiated for many reasons, 

including that population trends may not follow projections, growth may occur in different 

communities than anticipated, and cultural values for different modes of transportation may change. 

In addition, engineering design, site-specific alignment decisions, and modeling programs are 

expected to be further refined. Depending on the availability of data and public concerns regarding 

GHG emissions, it may be appropriate to refine the analysis during Tier 2/Project-level studies.
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

Air Quality and Greenhouse Gas Technical Memorandum

May 2021 | 7-6

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Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

Air Quality and Greenhouse Gas Technical Memorandum

May 2021 | 8-1

8 References

California Air Resources Board (ARB). 2014. California Greenhouse Gas Emission Inventory: 2000–

2014. May 2014. Accessed July 19, 2018.

https://www.arb.ca.gov/cc/inventory/pubs/reports/ghg_inventory_00-12_report.pdf. 

——— 2018. Area Designations Maps / State and National. Accessed July 19, 2018.

https://www.arb.ca.gov/desig/adm/adm.htm. 

——— 2020. California Greenhouse Gas Inventory for 2000-2016 — by Category as Defined in the 

2008 Scoping Plan. Accessed: July 20, 2018.

https://www.arb.ca.gov/cc/inventory/data/tables/ghg_inventory_scopingplan_sum_2000-16.p

df. 

Federal Railroad Administration (FRA). 1999. Procedures for Considering Environmental Impacts. 

Section 14(n)(1). Accessed: July 24, 2018. 

https://www.transportation.gov/sites/dot.gov/files/docs/FRAEnvProcedures_FED_REG_Notic

e.pdf. 

Riverside County Transportation Commission (RCTC) and Federal Railroad Administration (FRA).

2021a. Coachella Valley-San Gorgonio Pass Rail Corridor Service Project Environmental 

Impact Statement/Environmental Impact Report (Draft). Prepared by HDR Engineering, Inc. 

——— 2021b. Transportation Impact Technical Memorandum. Prepared by HDR Engineering, Inc.

South Coast Air Quality Management District (SCAQMD). 2016. Accessed September 2018.

http://www.aqmd.gov/home/air-quality/clean-air-plans/air-quality-mgt-plan/final-2016-aqmp.

United States Environmental Protection Agency (U.S. EPA). 2018a. Non-attainment Areas for 

Criteria Pollutants (Green Book). Accessed July 19, 2018. https://www.epa.gov/green-book. 

——— 2018b. General Conformity De Minimis Tables. Accessed July 19, 2018.

https://www.epa.gov/general-conformity/de-minimis-tables. 
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

Air Quality and Greenhouse Gas Technical Memorandum

May 2021 | 8-2

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Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

Air Quality and Greenhouse Gas Technical Memorandum

Appendix A. National and California Area 

Designation Maps
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

Air Quality and Greenhouse Gas Technical Memorandum

This page is intentionally blank.
San Francisco

Santa Cruz

San Mateo

Contra

Costa

Sac Amador

Sutter

Alameda

Marin Calaveras

Del

Norte

Orange

Santa

Clara

Solano

Alpine

San

Joaquin

San

Benito

Yuba

Nevada

Stanislaus

Sierra

Mariposa

Colusa

Napa

El Dorado

Santa

Barbara

Sonoma

Yolo

Placer

Glenn

Ventura

San

Luis

Obispo

Tuolumne

Kings

Merced

Madera

Butte

Lake

Mendocino

Los Angeles

Monterey

Plumas

Humboldt

Tehama

San Diego

Trinity

Shasta

Imperial

Mono

Modoc

Lassen

Tulare

Siskiyou

Riverside

Fresno

San Bernardino

Inyo

LAKE LAKE TAHOE

COUNTY

SAN DIEGO COUNTY

NORTH

CENTRAL

COAST

SAN FRANCISCO

BAY AREA

SOUTH

CENTRAL

COAST

SOUTH COAST

MOUNTAIN

COUNTIES

GREAT

BASIN

VALLEYS

SACRAMENTO

VALLEY

NORTHEAST

NORTH PLATEAU

COAST

SAN JOAQUIN

VALLEY

SOUTHEAST DESERT

Kern

±

0 50 100 150 200

Miles

Area Designations

for

National Ambient Air Quality Standards

CARBON MONOXIDE

Last Reviewed: December 2015

Air Quality Planning Branch, AQPSD, CARB

Unclassified/Attainment

County

Air Basin

Nonattainment
San Francisco

Santa Cruz

San Mateo

Contra

Costa

Sac Amador

Sutter

Alameda

Marin Calaveras

Del

Norte

Orange

Santa

Clara

Solano

Alpine

San

Joaquin

San

Benito

Yuba

Nevada

Stanislaus

Sierra

Mariposa

Colusa

Napa

El Dorado

Santa

Barbara

Sonoma

Yolo

Placer

Glenn

Ventura

San

Luis

Obispo

Tuolumne

Kings

Merced

Madera

Butte

Lake

Mendocino

Los Angeles

Monterey

Plumas

Humboldt

Tehama

San Diego

Trinity

Shasta

Imperial

Mono

Modoc

Lassen

Tulare

Siskiyou

Riverside

Fresno

San Bernardino

Inyo

LAKE LAKE TAHOE

COUNTY

SAN DIEGO COUNTY

NORTH

CENTRAL

COAST

SAN FRANCISCO

BAY AREA

SOUTH

CENTRAL

COAST

SOUTH COAST

MOUNTAIN

COUNTIES

GREAT

BASIN

VALLEYS

SACRAMENTO

VALLEY

NORTHEAST

NORTH PLATEAU

COAST

SAN JOAQUIN

VALLEY

SOUTHEAST DESERT

Kern

±

0 40 80 120 160

Miles

Area Designations

for

National Ambient Air Quality Standards

LEAD

Last Reviewed: December 2015

Air Quality Planning Branch, AQPSD, CARB

Unclassified/Attainment

County

Air Basin

Nonattainment
San Francisco

Santa Cruz

San Mateo

Contra

Costa

Sac Amador

Sutter

Alameda

Marin Calaveras

Del

Norte

Orange

Santa

Clara

Solano

Alpine

San

Joaquin

San

Benito

Yuba

Nevada

Stanislaus

Sierra

Mariposa

Colusa

Napa

El Dorado

Santa

Barbara

Sonoma

Yolo

Placer

Glenn

Ventura

San

Luis

Obispo

Tuolumne

Kings

Merced

Madera

Butte

Lake

Mendocino

Los Angeles

Monterey

Plumas

Humboldt

Tehema

San Diego

Trinity

Shasta

Imperial

Mono

Modoc

Lassen

Tulare

Siskiyou

Riverside

Fresno

San Bernardino

Inyo

LAKE TAHOE LAKE

COUNTY

SAN DIEGO COUNTY

NORTH

CENTRAL

COAST

SAN FRANCISCO

BAY AREA

SOUTH

CENTRAL

COAST

SOUTH COAST

MOUNTAIN

COUNTIES

GREAT

BASIN

VALLEYS

SACRAMENTO

VALLEY

NORTHEAST

NORTH PLATEAU

COAST

SAN JOAQUIN

VALLEY

SOUTHEAST DESERT

Kern

±

0 50 100 150 200

Miles

Area Designations

for

National Ambient Air Quality Standards

NITROGEN DIOXIDE

Unclassified/Attainment

Air Basin

County

Last Reviewed: December 2015

Air Quality Planning Branch, AQPSD, CARB
Kern

Alpine

Inyo

San Bernardino

Fresno

Riverside

Siskiyou

Tulare

Lassen

Modoc

Mono

Imperial

Shasta Trinity

San Diego

Tehama

Humboldt

Plumas

Monterey

Los Angeles

Mendocino

Lake

Butte

Madera

Merced

Kings

Tuolumne

San

Luis

Obispo

Ventura

Glenn

Placer

Yolo

Sonoma

Santa

Barbara

El Dorado

Napa

Colusa

Mariposa

Sierra

Stanislaus

Nevada Yuba

San

Benito

San

Joaquin

Solano

Santa

Clara

Orange

Del

Norte

Calaveras

Marin

Alameda

Sutter

Sac Amador

Contra

Costa

San Mateo

Santa Cruz

San Francisco

SOUTHEAST DESERT

SAN JOAQUIN

VALLEY

NORTH

COAST

NORTHEAST

PLATEAU

SACRAMENTO

VALLEY

GREAT

BASIN

VALLEYS

MOUNTAIN

COUNTIES

SOUTH COAST

SOUTH

CENTRAL

COAST

SAN FRANCISCO

BAY AREA

NORTH

CENTRAL

COAST

SAN DIEGO

LAKE

COUNTY LAKE TAHOE

±

0 50 100 150 200

Miles

Area Designations

for

National Ambient Air Quality Standards

8-HOUR OZONE

Last Reviewed: December 2015

Air Quality Planning Branch, AQPSD, CARB

Tuscan Buttes

Coachella Valley

Antelope Valley

and

Western Mojave Desert

Unclassified/Attainment

County

Air Basin

Nonattainment
NORTHEAST

NORTH PLATEAU

COAST

SACRAMENTO

VALLEY

MOUNTAIN

COUNTIES

SAN FRANCISCO

BAY AREA

LAKE

COUNTY

NORTH

CENTRAL

COAST

SOUTH

CENTRAL

COAST

SOUTH COAST

SAN DIEGO COUNTY

SOUTHEAST DESERT

LAKE TAHOE

GREAT

BASIN

VALLEYS

Owens

Valley

Coso

Junction

Trona

Indian

Wells

Valley

Mono

Basin

Sacramento

County

Coachella

Valley

Mammoth

Lake

Imperial

SAN JOAQUIN

VALLEY

San Francisco

Santa Cruz

San Mateo

Contra

Costa

Sac Amador

Sutter

Alameda

Marin Calaveras

Del

Norte

Orange

Santa

Clara

Solano

Alpine

San

Joaquin

San

Benito

Yuba

Nevada

Stanislaus

Sierra

Mariposa

Colusa

Napa

El Dorado

Santa

Barbara

Yolo

Placer

Glenn

Ventura

San

Luis

Obispo

Tuolumne

Kings

Merced

Madera

Butte

Lake

Mendocino

Los Angeles

Monterey

Plumas

Humboldt

Tehema

San Diego

Trinity

Shasta

Mono

Modoc

Lassen

Tulare

Siskiyou

Riverside

Fresno

San Bernardino

Inyo

Kern

Sonoma

±

0 50 100 150 200

Miles

Area Designations

for

National Ambient Air Quality Standards

PM10

Last Reviewed: December 2015

Air Quality Planning Branch, AQPSD, CARB

Attainment

Nonattainment

Unclassified

Air Basin

County
SOUTHEAST DESERT

NORTH COAST NORTHEAST PLATEAU

GREAT

BASIN

VALLEYS

SACRAMENTO

VALLEY MOUNTAIN

COUNTIES

NORTH

CENTRAL

COAST

LAKE COUNTY

LAKE TAHOE

SOUTH

CENTRAL

COAST

SOUTH COAST

SAN DIEGO COUNTY

SAN FRANCISCO

BAY AREA

Inyo

Kern

San Bernardino

Fresno

Riverside

Siskiyou

Tulare

Lassen

Modoc

Imperial

Shasta

Mono

Trinity

San Diego

Tehama

Monterey

Plumas

Los Angeles

Butte

Merced

Kings

Glenn

El Dorado

Humboldt

Mendocino

Madera

Lake

Ventura

Tuolumne

Placer

Yolo

San Luis Obispo

Sonoma

Santa Barbara

Colusa

Mariposa

Sierra

Stanislaus

Napa

San Benito

Nevada

San Joaquin

Yuba

Solano

Santa Clara

Alpine

Del Norte

Orange

Calaveras

Sutter

Marin

Sacramento

Alameda

Amador

Contra Costa

San Mateo

Santa Cruz

±

0 40 80 120 160

Miles

Area Designations

for

National Ambient Air Quality Standards

PM2.5

Last Reviewed: December 2015

Air Quality Planning Branch, AQPSD, CARB

Unclassified/Attainment

County

Air Basin

Nonattainment

SAN JOAQUIN

VALLEY
San Francisco

Santa Cruz

San Mateo

Contra

Costa

Sac Amador

Sutter

Alameda

Marin Calaveras

Del

Norte

Orange

Santa

Clara

Solano

Alpine

San

Joaquin

San

Benito

Yuba

Nevada

Stanislaus

Sierra

Mariposa

Colusa

Napa

El Dorado

Santa

Barbara

Sonoma

Yolo

Placer

Glenn

Ventura

San

Luis

Obispo

Tuolumne

Kings

Merced

Madera

Butte

Lake

Mendocino

Los Angeles

Monterey

Plumas

Humboldt

Tehema

San Diego

Trinity

Shasta

Imperial

Mono

Modoc

Lassen

Tulare

Siskiyou

Riverside

Fresno

San Bernardino

Inyo

LAKE TAHOE LAKE

COUNTY

SAN DIEGO COUNTY

NORTH

CENTRAL

COAST

SAN FRANCISCO

BAY AREA

SOUTH

CENTRAL

COAST

SOUTH COAST

MOUNTAIN

COUNTIES

GREAT

BASIN

VALLEYS

SACRAMENTO

VALLEY

NORTHEAST

NORTH PLATEAU

COAST

SAN JOAQUIN

VALLEY

SOUTHEAST DESERT

Kern

±

0 50 100 150 200

Miles

Area Designations

for

National Ambient Air Quality Standards

SULFUR DIOXIDE

Last Reviewed: December 2015

Air Quality Planning Branch, AQPSD, CARB

Unclassified

Air Basin

County

Attainment
NORTH

COAST

NORTHEAST

PLATEAU

LAKE

COUNTY

SAN FRANCISCO

BAY AREA San Francisco

Santa Cruz

San Mateo

Contra

Costa

Sac Amador

Sutter

Alameda

Marin Calaveras

Del

Norte

Orange

Santa

Clara

Solano

Alpine

San

Joaquin

San

Benito

Yuba

Nevada

Stanislaus

Sierra

Mariposa

Colusa

Napa

El Dorado

Santa

Barbara

Sonoma

Yolo

Placer

Glenn

Ventura

San

Luis

Obispo

Tuolumne

Kings

Merced

Madera

Butte

Lake

Mendocino

Los Angeles

Monterey

Plumas

Humboldt

Tehema

San Diego

Trinity

Shasta

Imperial

Mono

Modoc

Lassen

Tulare

Siskiyou

Riverside

Fresno

San Bernardino

Kern

Inyo

Area Designations

for

State Ambient Air Quality Standards

CARBON MONOXIDE

±

0 50 100 200

Miles

NORTH

CENTRAL

COAST

MOUNTAIN COUNTIES

LAKE TAHOE

SOUTH

CENTRAL

COAST

GREAT

BASIN

VALLEYS

SOUTH COAST

SACRAMENTO

VALLEY

SAN DIEGO COUNTY SALTON

SEA

MOJAVE DESERT

SAN JOAQUIN

VALLEY

Source Date:

December 2015

Air Quality Planning Branch, AQPSD

Unclassified

Nonattainment-Transitional

Attainment

Nonattainment

Air Basin

County

Text
NORTH

COAST

NORTHEAST

PLATEAU

LAKE

COUNTY

SAN FRANCISCO

BAY AREA

SACRAMENTO

VALLEY

MOUNTAIN COUNTIES

LAKE TAHOE

GREAT

BASIN

VALLEYS

SAN JOAQUIN

VALLEY

MOJAVE DESERT

SALTON

SEA SAN DIEGO COUNTY

SOUTH COAST

SOUTH

CENTRAL

COAST

NORTH

CENTRAL

COAST

Searles Valley

San Francisco

Santa Cruz

San Mateo

Contra

Costa

Sac

Sutter

Alameda

Marin Calaveras

Del

Norte

Orange

Santa

Clara

Solano

Alpine

San

Joaquin

San

Benito

Yuba

Nevada

Stanislaus

Sierra

Mariposa

Colusa

Napa

El Dorado

Santa

Barbara

Sonoma

Yolo

Placer

Glenn

Ventura

San

Luis

Obispo

Tuolumne

Kings

Merced

Madera

Butte

Lake

Mendocino

Los Angeles

Monterey

Plumas

Humboldt

Tehema

San Diego

Trinity

Shasta

Imperial

Mono

Modoc

Lassen

Tulare

Siskiyou

Riverside

Fresno

San Bernardino

Kern

Inyo

Area Designations

for

State Ambient Air Quality Standards

HYDROGEN SULFIDE

±

0 50 100 200

Miles

Source Date:

December 2015

Air Quality Planning Branch, AQPSD

City of Sutter Creek

Geyser

Geothermal

Attainment

Nonattainment

Unclassified

Air Basin

County
NORTH

COAST

NORTHEAST

PLATEAU

LAKE

COUNTY

SAN FRANCISCO

BAY AREA

MOUNTAIN COUNTIES

LAKE TAHOE

SACRAMENTO

VALLEY

SAN JOAQUIN

VALLEY

NORTH

CENTRAL

COAST

SOUTH

CENTRAL

COAST

SOUTH COAST

SAN DIEGO COUNTY SALTON

SEA

MOJAVE DESERT

GREAT

BASIN

VALLEYS

Inyo

Kern

San Bernardino

Fresno

Riverside

Siskiyou

Tulare

Lassen

Modoc

Imperial

Shasta

Mono

Trinity

San Diego

Plumas

Glenn

Humboldt

Tehama

Monterey

Los Angeles

Mendocino

Butte

Merced Madera

Lake

Kings

Tuolumne

Ventura

Placer

San Luis Obispo

Yolo Sonoma

Santa Barbara

El Dorado

Colusa

Mariposa

Sierra

Stanislaus

Napa

San Benito

Nevada

San Joaquin

Solano

Yuba

Alpine

Santa Clara

Del Norte

Orange

Calaveras

Marin

Alameda

San Mateo

Santa Cruz

San Francisco

Area Designations

for

State Ambient Air Quality Standards

LEAD

±

0 50 100 200

Miles

Source Date:

December 2015

Air Quality Planning Branch, AQPSD

Attainment

Nonattainment

Air Basin

County
NORTH

COAST

NORTHEAST

PLATEAU

LAKE

COUNTY

SAN FRANCISCO

BAY AREA

SACRAMENTO

VALLEY

MOUNTAIN COUNTIES

LAKE TAHOE

GREAT

BASIN

VALLEYS

SAN JOAQUIN

VALLEY

NORTH

CENTRAL

COAST

SOUTH

CENTRAL

COAST

SOUTH COAST

SAN DIEGO COUNTY

MOJAVE DESERT

SALTON

SEA

San Francisco

Santa Cruz

San Mateo

Contra

Costa

Amador Sac

Sutter

Alameda

Marin

Calaveras

Del

Norte

Orange

Santa

Clara

Solano

Alpine

San

Joaquin

San

Benito

Yuba

Nevada

Stanislaus

Sierra

Mariposa

Colusa

Napa

El Dorado

Santa

Barbara

Yolo

Placer

Glenn

Ventura

San

Luis

Obispo

Tuolumne

Kings

Merced

Madera

Butte

Lake

Mendocino

Los Angeles

Monterey

Plumas

Humboldt

Tehema

San Diego

Trinity

Shasta

Imperial

Mono

Modoc

Lassen

Tulare

Siskiyou

Riverside

Fresno

San Bernardino

Inyo

Kern

Sonoma

Area Designations

for

State Ambient Air Quality Standards

NITROGEN DIOXIDE

±

0 50 100 200

Miles

Source Date:

December 2015

Air Quality Planning Branch, AQPSD

Attainment

Nonattainment

Air Basin

County
NORTH

COAST

NORTHEAST

PLATEAU

LAKE

COUNTY

MOUNTAIN COUNTIES

SAN FRANCISCO

BAY AREA

GREAT

BASIN

VALLEYS

NORTH

CENTRAL

COAST

SOUTH

CENTRAL

COAST

SOUTH COAST

SAN DIEGO COUNTY SALTON

SEA

MOJAVE DESERT

SAN JOAQUIN

VALLEY

LAKE TAHOE

SACRAMENTO

VALLEY

San Francisco

Santa Cruz

San Mateo

Contra

Costa

Amador Sac

Sutter

Alameda

Marin Calaveras

Del

Norte

Orange

Santa

Clara

Solano

Alpine

San

Joaquin

San

Benito

Yuba Nevada

Stanislaus

Sierra

Mariposa

Colusa

Napa

El Dorado

Santa

Barbara

Yolo

Placer

Glenn

Ventura

San

Luis

Obispo

Tuolumne

Kings

Merced

Madera

Butte

Lake

Mendocino

Los Angeles

Monterey

Plumas

Humboldt

Tehema

San Diego

Trinity

Shasta

Imperial

Mono

Modoc

Lassen

Tulare

Siskiyou

Riverside

Fresno

San Bernardino

Inyo

Kern

Sonoma

Area Designations

for

State Ambient Air Quality Standards

OZONE

±

0 50 100 200

Miles

Attainment

Nonattainment-Transitional

Nonattainment

Unclassified

County

Air Basin

Source Date:

June 2017

Air Quality Planning Branch, AQPSD
NORTH

COAST

NORTHEAST

PLATEAU

LAKE

COUNTY

SAN FRANCISCO

BAY AREA

MOUNTAIN COUNTIES

LAKE TAHOE

NORTH

CENTRAL

COAST

SOUTH

CENTRAL

COAST

GREAT

BASIN

VALLEYS

SACRAMENTO

VALLEY

SAN JOAQUIN

VALLEY

SOUTH COAST

SAN DIEGO COUNTY SALTON

SEA

MOJAVE DESERT

Mono

Mariposa

San Francisco

Santa Cruz

San Mateo

Contra

Costa

Sa Amador c

Sutter

Alameda

Marin Calaveras

Del

Norte

Orange

Santa

Clara

Solano

Alpine

San

Joaquin

San

Benito

Yuba

Nevada

Stanislaus

Sierra

Colusa

Napa

El Dorado

Santa

Barbara

Sonoma

Yolo

Placer

Glenn

Ventura

San

Luis

Obispo

Tuolumne

Kings

Merced

Madera

Butte

Lake

Mendocino

Los Angeles

Monterey

Plumas

Humboldt

Tehema

San Diego

Trinity

Shasta

Imperial

Yosemite NP

Modoc

Lassen

Tulare

Siskiyou

Riverside

Fresno

San Bernardino

Kern

Inyo

Area Designations

for

State Ambient Air Quality Standards

PM10

±

0 50 100 200

Miles

Unclassified

Attainment

Nonattainment

Air Basin

County

Source Date:

December 2015

Air Quality Planning Branch, AQPSD
NORTH

COAST

NORTHEAST

PLATEAU

LAKE

COUNTY

SACRAMENTO

VALLEY

MOUNTAIN COUNTIES

LAKE TAHOE

SAN FRANCISCO

BAY AREA

NORTH

CENTRAL

COAST

SOUTH

CENTRAL

COAST

SOUTH COAST

SAN DIEGO COUNTY SALTON

SEA

MOJAVE DESERT

GREAT

BASIN

VALLEYS

SAN JOAQUIN

VALLEY

Portola Valley

Calexico

County Portion

of Federal Ozone AQMA

San Francisco

Santa Cruz

San Mateo

Contra

Costa

Sac Amador

Sutter

Alameda

Marin Calaveras

Del

Norte

Orange

Santa

Clara

Solano

Alpine

San

Joaquin

San

Benito

Yuba

Nevada

Stanislaus

Sierra

Mariposa

Colusa

Napa

El Dorado

Santa

Barbara

Sonoma

Yolo

Placer

Glenn

Ventura

San

Luis

Obispo

Tuolumne

Kings

Merced

Madera

Butte

Lake

Mendocino

Los Angeles

Monterey

Plumas

Humboldt

Tehema

San Diego

Trinity

Shasta

Imperial

Mono

Modoc

Lassen

Tulare

Siskiyou

Riverside

Fresno

San Bernardino

Kern

Inyo

Area Designations

for

State Ambient Air Quality Standards

PM2.5

±

0 50 100 200

Miles

Source Date:

December 2015

Air Quality Planning Branch, AQPSD

Nonattainment

Unclassified

Attainment

Air Basin

County
NORTH

COAST

NORTHEAST

PLATEAU

LAKE

COUNTY

MOUNTAIN COUNTIES

LAKE TAHOE

SACRAMENTO

VALLEY

SAN FRANCISCO

BAY AREA

NORTH

CENTRAL

COAST

SOUTH

CENTRAL

COAST

GREAT

BASIN

VALLEYS

MOJAVE DESERT

SAN JOAQUIN

VALLEY

SOUTH COAST

SAN DIEGO COUNTY SALTON

SEA

San Francisco

Santa Cruz

San Mateo

Contra

Costa

Amador Sac

Sutter

Alameda

Marin

Calaveras

Del

Norte

Orange

Santa

Clara

Solano

Alpine

San

Joaquin

San

Benito

Yuba

Nevada

Stanislaus

Sierra

Mariposa

Colusa

Napa

El Dorado

Santa

Barbara

Yolo

Placer

Glenn

Ventura

San

Luis

Obispo

Tuolumne

Kings

Merced

Madera

Butte

Lake

Mendocino

Los Angeles

Monterey

Plumas

Humboldt

Tehema

San Diego

Trinity

Shasta

Imperial

Mono

Modoc

Lassen

Tulare

Siskiyou

Riverside

Fresno

San Bernardino

Inyo

Kern

Sonoma

Area Designations

for

State Ambient Air Quality Standards

SULFUR DIOXIDE

±

0 50 100 200

Miles

Attainment

Air Basin

County

Source Date:

December 2015

Air Quality Planning Branch, AQPSD
NORTH

COAST

NORTHEAST

PLATEAU

LAKE

COUNTY

SAN FRANCISCO

BAY AREA

SACRAMENTO

VALLEY

MOUNTAIN COUNTIES

LAKE TAHOE

NORTH

CENTRAL

COAST

GREAT

BASIN

VALLEYS

SAN JOAQUIN

VALLEY

SOUTH

CENTRAL

COAST

MOJAVE DESERT

SOUTH COAST

SAN DIEGO COUNTY SALTON

SEA

San Francisco

Santa Cruz

San Mateo

Contra

Costa

Sac Amador

Sutter

Alameda

Marin

Calaveras

Del

Norte

Orange

Santa

Clara

Solano

Alpine

San

Joaquin

San

Benito

Yuba

Nevada

Stanislaus

Sierra

Mariposa

Colusa

Napa

El Dorado

Santa

Barbara

Sonoma

Yolo

Placer

Glenn

Ventura

San

Luis

Obispo

Tuolumne

Kings

Merced

Madera

Butte

Lake

Mendocino

Los Angeles

Monterey

Plumas

Humboldt

Tehema

San Diego

Trinity

Shasta

Imperial

Mono

Modoc

Lassen

Tulare

Siskiyou

Riverside

Fresno

San Bernardino

Inyo

Kern

Area Designations

for

State Ambient Air Quality Standards

SULFATES

±

0 50 100 200

Miles

Attainment

Air Basin

County

Source Date:

December 2015

Air Quality Planning Branch, AQPSD
NORTH

COAST

NORTHEAST

PLATEAU

LAKE

COUNTY

SAN FRANCISCO

BAY AREA

SACRAMENTO

VALLEY

MOUNTAIN COUNTIES

LAKE TAHOE

GREAT

BASIN

VALLEYS

SAN JOAQUIN

VALLEY

NORTH

CENTRAL

COAST

SOUTH

CENTRAL

COAST

SOUTH COAST

SAN DIEGO COUNTY SALTON

SEA

MOJAVE DESERT

San Francisco

Santa Cruz

San Mateo

Contra

Costa

Sac Amador

Sutter

Alameda

Marin

Calaveras

Del

Norte

Orange

Santa

Clara

Solano

Alpine

San

Joaquin

San

Benito

Yuba

Nevada

Stanislaus

Sierra

Mariposa

Colusa

Napa

El Dorado

Santa

Barbara

Sonoma

Yolo

Placer

Glenn

Ventura

San

Luis

Obispo

Tuolumne

Kings

Merced

Madera

Butte

Lake

Mendocino

Los Angeles

Monterey

Plumas

Humboldt

Tehema

San Diego

Trinity

Shasta

Imperial

Mono

Modoc

Lassen

Siskiyou

Riverside

Fresno

San Bernardino

Inyo

Kern

Area Designations

for

State Ambient Air Quality Standards

VISIBILITY REDUCING PARTICLES

±

0 50 100 200

Miles

Source Date:

December 2015

Air Quality Planning Branch, AQPSD

Unclassified

Attainment

Air Basin

County
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

Air Quality and Greenhouse Gas Technical Memorandum

This page is intentionally blank.
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

Air Quality and Greenhouse Gas Technical Memorandum

Appendix B. Emissions Calculation Worksheets
Coachella Valley-San Gorgonio Pass Rail Corridor Service Program

Air Quality and Greenhouse Gas Technical Memorandum

This page is intentionally blank.
Emissions Summary

2018 Emissions

Metric TPY

NOX VOC PM10 PM2.5 CO CO2

Railway 6.81504     0.27260     0.00102     0.00099     8.72326     3,017.36017

Reductions

3 stations (0.76)          (0.21)          (0.36)          (0.15)          (9.31)          (2,246.82)

4 stations (0.82)          (0.23)          (0.39)          (0.16)          (10.09)        (2,435.05)5 stations (0.91)          (0.25)          (0.43)          (0.18)          (11.16)        (2,693.69)6 stations (0.99)          (0.27)          (0.47)          (0.20)          (12.10)        (2,920.57)

Net Emissions3 stations 6.06            0.06            (0.36)          (0.15)          (0.58)          770.54

4 stations 5.99            0.05            (0.39)          (0.16)          (1.36)          582.31

5 stations 5.90            0.02            (0.43)          (0.18)          (2.44)          323.67

6 stations 5.83            0.00            (0.46)          (0.19)          (3.38)          96.79

TPY
Emissions Summary

2018 EmissionsRailwayReductions

3 stations4 stations5 stations6 stations

Net Emissions3 stations4 stations5 stations6 stations

NOX VOC PM10 PM2.5 CO NOX VOC PM10 PM2.5 CO

    0.20067 5.01663     0.00075     0.00073     6.42129     1.79841     0.07194     0.00027     0.00026     2.30197

         (0.15) (0.56)          (0.27)          (0.11)          (6.89)          (0.20)          (0.05)          (0.09)          (0.04)          (2.42)

         (0.17) (0.61)          (0.29)          (0.12)          (7.46)          (0.21)          (0.06)          (0.10)          (0.04)          (2.62)

         (0.19) (0.67)          (0.32)          (0.13)          (8.26)          (0.24)          (0.07)          (0.11)          (0.05)          (2.90)

         (0.20) (0.73)          (0.34)          (0.14)          (8.95)          (0.26)          (0.07)          (0.12)          (0.05)          (3.15)

           0.05 4.45            (0.26)          (0.11)          (0.47)          1.60            0.02            (0.09)          (0.04)          (0.12)

           0.03 4.41            (0.29)          (0.12)          (1.04)          1.58            0.01            (0.10)          (0.04)          (0.32)

           0.01 4.34            (0.32)          (0.13)          (1.84)          1.56            0.01            (0.11)          (0.05)          (0.60)

           (0.00) 4.29          (0.34)          (0.14)          (2.53)          1.54            0.00            (0.12)          (0.05)          (0.84)

SCAB

TPY

SSAB

TPY
Emissions Summary

2024 Emissions

Metric TPY

NOX VOC PM10 PM2.5 CO CO2

Railway 6.81504     0.27260     0.00102     0.00099     8.72326     3,017.36017

Reductions

3 stations (0.38)          (0.10)          (0.41)          (0.17)          (6.13)          (2,171.98)

4 stations (0.41)          (0.10)          (0.45)          (0.19)          (6.64)          (2,353.94)5 stations (0.45)          (0.11)          (0.49)          (0.20)          (7.35)          (2,603.97)6 stations (0.49)          (0.12)          (0.54)          (0.22)          (7.97)          (2,823.29)

Net Emissions3 stations 6.44            0.18            (0.41)          (0.17)          2.59            845.38

4 stations 6.40            0.17            (0.45)          (0.18)          2.08            663.42

5 stations 6.36            0.16            (0.49)          (0.20)          1.37            413.39

6 stations 6.32            0.15            (0.54)          (0.22)          0.75            194.07

TPY
Emissions Summary

2024 EmissionsRailwayReductions

3 stations4 stations5 stations6 stations

Net Emissions3 stations4 stations5 stations6 stations

NOX VOC PM10 PM2.5 CO NOX VOC PM10 PM2.5 CO

    0.20067 5.01663     0.00075     0.00073     6.42129     1.79841     0.07194     0.00027     0.00026     2.30197

         (0.07) (0.28)          (0.31)          (0.13)          (4.54)          (0.10)          (0.02)          (0.11)          (0.04)          (1.59)

         (0.08) (0.30)          (0.33)          (0.14)          (4.92)          (0.11)          (0.03)          (0.12)          (0.05)          (1.73)

         (0.08) (0.34)          (0.37)          (0.15)          (5.44)          (0.12)          (0.03)          (0.13)          (0.05)          (1.91)

         (0.09) (0.36)          (0.40)          (0.16)          (5.90)          (0.13)          (0.03)          (0.14)          (0.06)          (2.07)

           0.13 4.74            (0.30)          (0.13)          1.88            1.70            0.05            (0.11)          (0.04)          0.71

           0.12 4.71            (0.33)          (0.14)          1.50            1.69            0.05            (0.12)          (0.05)          0.57

           0.12 4.68            (0.37)          (0.15)          0.98            1.68            0.04            (0.13)          (0.05)          0.39

           0.11 4.65            (0.40)          (0.16)          0.52            1.67            0.04            (0.14)          (0.06)          0.23

SCAB

TPY

SSAB

TPY
Emissions Summary

2044 Emissions

Metric TPY

NOX VOC PM10 PM2.5 CO CO2

Railway 6.81504     0.27260     0.00102     0.00099     8.72326     3,017.36017

Reductions

3 stations (0.25)          (0.03)          (0.67)          (0.27)          (5.93)          (2,664.22)

4 stations (0.27)          (0.03)          (0.73)          (0.29)          (6.43)          (2,887.42)5 stations (0.29)          (0.04)          (0.80)          (0.32)          (7.11)          (3,194.13)6 stations (0.32)          (0.04)          (0.87)          (0.35)          (7.71)          (3,463.15)

Net Emissions3 stations 6.57            0.24            (0.67)          (0.27)          2.79            353.14

4 stations 6.55            0.24            (0.72)          (0.29)          2.30            129.94

5 stations 6.52            0.24            (0.80)          (0.32)          1.62            (176.77)

6 stations 6.50            0.23            (0.87)          (0.35)          1.02            (445.79)

TPY
Emissions Summary

2044 EmissionsRailwayReductions

3 stations4 stations5 stations6 stations

Net Emissions3 stations4 stations5 stations6 stations

NOX VOC PM10 PM2.5 CO NOX VOC PM10 PM2.5 CO

    0.20067 5.01663     0.00075     0.00073     6.42129     1.79841     0.07194     0.00027     0.00026     2.30197

         (0.02) (0.18)          (0.50)          (0.20)          (4.39)          (0.06)          (0.01)          (0.17)          (0.07)          (1.54)

         (0.03) (0.20)          (0.54)          (0.22)          (4.75)          (0.07)          (0.01)          (0.19)          (0.08)          (1.67)

         (0.03) (0.22)          (0.59)          (0.24)          (5.26)          (0.08)          (0.01)          (0.21)          (0.08)          (1.85)

         (0.03) (0.24)          (0.64)          (0.26)          (5.70)          (0.08)          (0.01)          (0.23)          (0.09)          (2.00)

           0.18 4.84            (0.49)          (0.20)          2.03            1.73            0.06            (0.17)          (0.07)          0.76

           0.18 4.82            (0.54)          (0.22)          1.67            1.73            0.06            (0.19)          (0.08)          0.63

           0.17 4.80            (0.59)          (0.24)          1.16            1.72            0.06            (0.21)          (0.08)          0.45

           0.17 4.78            (0.64)          (0.26)          0.72            1.72            0.06            (0.23)          (0.09)          0.30

SCAB

TPY TPY

SSAB
Rail Emissions

Total SCAB SSAB

West Section 68                68                ‐             

East Section 76                38                38               

             106 144             38               

100% 74% 26%

           1.41

bhp‐hr/gal conversion factor 20.8

Tier 4 Emissions Factors

NOX HC PM10 PM2.5 CO

   0.040000 1.000000   0.000150   0.000146   1.280000   

Passenger Rail Emissions Factors (grams/gallon)

NOX VOC PM10 PM2.5 CO CO2

2018 20.80000    0.83200      0.00312      0.00303      26.62400    10,151.40     

2024 20.80000    0.83200      0.00312      0.00303      26.62400    10,151.40     

2044 20.80000    0.83200      0.00312      0.00303      26.62400    10,151.40     

Year Grams per mile emissions factors

2018 29.40690    1.17628      0.00441      0.00428      37.64083    14,351.98     

2024 29.40690    1.17628      0.00441      0.00428      37.64083    14,351.98     

2044 29.40690    1.17628      0.00441      0.00428      37.64083    14,351.98     

Estimate os Siemens Charger average fuel consumption per 

mile 2015 Amtrak average of 1.64 gal/1.16

Rail Miles

Year
Rail Emissions

Locomotive Emissions (grams per day)

Year 2018 NOX VOC PM10 PM2.5 CO CO2

SCAB 12,469        499             2                  2                  15,960        6,085,239     

SSAB 4,470          179             1                  1                  5,721          2,181,501     

Total 16,938        678             3                  2                  21,681        8,266,740     

Year 2024

SCAB 12,469        499             2                  2                  15,960        6,085,239     

SSAB 4,470          179             1                  1                  5,721          2,181,501     

Total 16,938        678             3                  2                  21,681        8,266,740     

Year 2044

SCAB 12,469        499             2                  2                  15,960        6,085,239     

SSAB 4,470          179             1                  1                  5,721          2,181,501     

Total 16,938        678             3                  2                  21,681        8,266,740     

Locomotive Emissions (tons per year)

NOX VOC PM10 PM2.5 CO CO2

Year 2018 metric tons

SCAB 5.0166        0.2007        0.0008        0.0007        6.4213        2,221.1124   

SSAB 1.7984        0.0719        0.0003        0.0003        2.3020        796.2478      

Total 6.8150        0.2726        0.0010        0.0010        8.7233        3,017.3602   

Year 2024

SCAB 5.0166        0.2007        0.0008        0.0007        6.4213        2,221.1124   

SSAB 1.7984        0.0719        0.0003        0.0003        2.3020        796.2478      

Total 6.8150        0.2726        0.0010        0.0010        8.7233        3,017.3602   

Year 2044

SCAB 5.0166        0.2007        0.0008        0.0007        6.4213        2,221.1124   

SSAB 1.7984        0.0719        0.0003        0.0003        2.3020        796.2478      

Total 6.8150        0.2726        0.0010        0.0010        8.7233        3,017.3602   
2018 Auto Emissions

EMFAC2017 (v1.0.2) Emission RatesRegion Type: MPORegion: SCAGCalendar Year: 2018Season: AnnualRegion Vehicle Category Model Year Speed Fuel VMT ROG_RUNEX NOx_RUNEX CO_RUNEX SOx_RUNEX PM10_RUNEX PM10_PM

SCAG LDA Aggregated Aggregated GAS 284,521,907   0.02173167 0.071010584 1.036415093 0.002970015 0.00183288 0.008000

SCAG LDA Aggregated Aggregated DSL 2,063,200       0.029427671 0.157727621 0.317233465 0.00218628 0.016528873 0.008000

SCAG LDA Aggregated Aggregated ELEC 2,771,536 0000 0 0.008000SCAG LDT1 Aggregated Aggregated GAS 28,344,033     0.061908374 0.214118165 2.332531608 0.003459986 0.003312567 0.008000

SCAG LDT1 Aggregated Aggregated DSL 14,766             0.249834621 1.315245493 1.400500183 0.004367519 0.191914937 0.008000

SCAG LDT1 Aggregated Aggregated ELEC 46,835 0000 0 0.008000SCAG LDT2 Aggregated Aggregated GAS 94,234,139     0.034735071 0.151590698 1.486507028 0.003846655 0.001963922 0.008000

SCAG LDT2 Aggregated Aggregated DSL 448,342           0.025639446 0.073523442 0.173136529 0.003012419 0.010294865 0.008000

SCAG LDT2 Aggregated Aggregated ELEC 290,562 0000 0 0.008000

412,735,319
2018 Auto Emissions

EMFAC2017 (v1.0.2) Emission

Region Type: MPORegion: SCAGCalendar Year: 2018Season: AnnualRegion Vehicle CategorySCAG LDASCAG LDASCAG LDASCAG LDT1SCAG LDT1SCAG LDT1SCAG LDT2SCAG LDT2SCAG LDT2

PM2_5_PMTW PM2_5_PMBW CO2_RUNEX CH4_RUNEX N2O_RUNEX

0.002000001 0.015750005 300.1285205 0.005105737 0.0066535360.002000001 0.015750005 231.2643691 0.001366859 0.0363515380.002000001 0.015750005 0 0 00.002000001 0.015750005 349.6414939 0.013202938 0.0141811730.002000001 0.015750005 461.9955141 0.011604341 0.0726192610.002000001 0.015750005 0 0 00.002000001 0.015750005 388.7154538 0.007778467 0.0108478750.002000001 0.015750005 318.6532639 0.001190903 0.0500878560.002000001 0.015750005 0 0 0
2018 Auto Emissions

Weighted average grams/mile emissions factors

ROG NOX CO SOX PM10 PM2.5 CO2e

LDA GAS 0.014981         0.048952         0.714460         0.002047         0.032112         0.013398          208.209658

LDA DSL 0.000147         0.000788         0.001586         0.000011         0.000306         0.000168          1.204401

LDA ELEC ‐                    ‐                    ‐                    ‐                    0.000300         0.000119          ‐

LDT1 GAS 0.004251         0.014704         0.160183         0.000238         0.003301         0.001428          24.294615

LDT1 DSL 0.000009         0.000047         0.000050         0.000000         0.000008         0.000007          0.017228

LDT1 ELEC ‐                    ‐                    ‐                    ‐                    0.000005         0.000002          ‐

LDT2 GAS 0.007931         0.034611         0.339394         0.000878         0.010666         0.004465          89.456079

LDT2 DSL 0.000028         0.000080         0.000188         0.000003         0.000060         0.000030          0.360598

LDT2 ELEC ‐                    ‐                    ‐                    ‐                    0.000032         0.000012          ‐

        0.099182 0.027347         1.215861         0.003178         0.046790         0.019630          323.542579
2018 Auto Emissions

ROG NOX CO SOX PM10 PM2.5 CO2e

No Build Annual VMT and Reduction Estimates Metric T

No Build 3,195,227,280      96.3                  349.3               4,282.4            11.2                  164.8               69.1                   1,033,7

3 stations (6,944,436)            (0.2)                  (0.8)                  (9.3)                  (0.0)                  (0.4)                  (0.2)                   (2,24 stations (7,526,199)            (0.2)                  (0.8)                  (10.1)                (0.0)                  (0.4)                  (0.2)                   (2,45 stations (8,325,626)            (0.3)                  (0.9)                  (11.2)                (0.0)                  (0.4)                  (0.2)                   (2,66 stations (9,026,845)            (0.3)                  (1.0)                  (12.1)                (0.0)                  (0.5)                  (0.2)                   (2,9

TPY
2024 Auto Emissions

EMFAC2017 (v1.0.2) Emission RatesRegion Type: MPORegion: SCAGCalendar Year: 2024Season: AnnualRegion Vehicle Category Model Year Speed Fuel VMT ROG_RUNEX NOx_RUNEX CO_RUNEX SOx_RUNEX PM10_RUNEX PM10_PM

SCAG LDA Aggregated Aggregated GAS 290,863,377   0.008088803 0.031149026 0.612580777 0.002546172 0.001504134 0.008000

SCAG LDA Aggregated Aggregated DSL 2,981,132       0.014165702 0.050449316 0.239504151 0.001872451 0.005922826 0.008000SCAG LDA Aggregated Aggregated ELEC 8,462,586 0000 0 0.008000SCAG LDT1 Aggregated Aggregated GAS 32,024,682     0.024277457 0.090627666 1.151601267 0.002979599 0.002123078 0.008000

SCAG LDT1 Aggregated Aggregated DSL 8,909               0.175338535 0.935343746 1.041932265 0.004094766 0.131995211 0.008000

SCAG LDT1 Aggregated Aggregated ELEC 442,005 0000 0 0.008000SCAG LDT2 Aggregated Aggregated GAS 97,270,408     0.014894761 0.064923562 0.853112259 0.003140765 0.001597729 0.008000

SCAG LDT2 Aggregated Aggregated DSL 776,533           0.019274904 0.040231471 0.17385813 0.002546796 0.004965549 0.008000

SCAG LDT2 Aggregated Aggregated ELEC 1,246,997 0000 0 0.008000

434,076,627
2024 Auto Emissions

EMFAC2017 (v1.0.2) Emission

Region Type: MPORegion: SCAGCalendar Year: 2024Season: AnnualRegion Vehicle CategorySCAG LDASCAG LDASCAG LDASCAG LDT1SCAG LDT1SCAG LDT1SCAG LDT2SCAG LDT2SCAG LDT2

PM2_5_PMTW PM2_5_PMBW CO2_RUNEX CH4_RUNEX N2O_RUNEX

0.002000001 0.015750005 257.2979596 0.002195742 0.0039479690.002000001 0.015750005 198.0675658 0.00065797 0.0311334630.002000001 0.015750005 0 0 00.002000001 0.015750005 301.0969766 0.005598932 0.0071906580.002000001 0.015750005 433.1436949 0.00814414 0.0680841570.002000001 0.015750005 0 0 00.002000001 0.015750005 317.3832654 0.003727776 0.0057298320.002000001 0.015750005 269.399663 0.000895282 0.0423458750.002000001 0.015750005 0 0 0
2024 Auto Emissions

Weighted average grams/mile emissions factors

ROG NOX CO SOX PM10 PM2.5 CO2e

LDA GAS 0.005420         0.020872         0.410474         0.001706         0.030994         0.012821          173.150858

LDA DSL 0.000097         0.000346         0.001645         0.000013         0.000348         0.000161          1.417067

LDA ELEC ‐                    ‐                    ‐                    ‐                    0.000872         0.000346          ‐

LDT1 GAS 0.001791         0.006686         0.084961         0.000220         0.003458         0.001454          22.366049

LDT1 DSL 0.000004         0.000019         0.000021         0.000000         0.000004         0.000003          0.009265

LDT1 ELEC ‐                    ‐                    ‐                    ‐                    0.000046         0.000018          ‐

LDT2 GAS 0.003338         0.014548         0.191170         0.000704         0.010386         0.004307          71.484725

LDT2 DSL 0.000034         0.000072         0.000311         0.000005         0.000089         0.000040          0.502057

LDT2 ELEC ‐                    ‐                    ‐                    ‐                    0.000129         0.000051          ‐

        0.042544 0.010684         0.688583         0.002647         0.046325         0.019200          268.930022
2024 Auto Emissions

ROG NOX CO SOX PM10 PM2.5 CO2e

No Build Annual VMT and Reduction Estimates Metric T

No Build 3,475,105,216      40.9                  163.0               2,637.7            10.1                  177.5               73.5                   934,5

3 stations (8,076,363)            (0.1)                  (0.4)                  (6.1)                  (0.0)                  (0.4)                  (0.2)                   (2,14 stations (8,752,975)            (0.1)                  (0.4)                  (6.6)                  (0.0)                  (0.4)                  (0.2)                   (2,35 stations (9,682,718)            (0.1)                  (0.5)                  (7.3)                  (0.0)                  (0.5)                  (0.2)                   (2,66 stations (10,498,246)          (0.1)                  (0.5)                  (8.0)                  (0.0)                  (0.5)                  (0.2)                   (2,8

TPY
2044 Auto Emissions

EMFAC2017 (v1.0.2) Emission RatesRegion Type: MPORegion: SCAGCalendar Year: 2044Season: AnnualRegion Vehicle Category Model Year Speed Fuel VMT ROG_RUNEX NOx_RUNEX CO_RUNEX SOx_RUNEX PM10_RUNEX PM10_PM

SCAG LDA Aggregated Aggregated GAS 307,210,839   0.001918241 0.017187083 0.408405606 0.001974674 0.000591135 0.008000

SCAG LDA Aggregated Aggregated DSL 3,821,949       0.005559494 0.009332097 0.183410432 0.001504504 0.000794243 0.008000SCAG LDA Aggregated Aggregated ELEC 20,160,426     0 0 0 0 0 0.008000

SCAG LDT1 Aggregated Aggregated GAS 37,724,797     0.00221563 0.019115616 0.420814582 0.002299305 0.000665028 0.008000SCAG LDT1 Aggregated Aggregated DSL 5,294               0.020093669 0.051501803 0.213021107 0.002916573 0.005323024 0.008000

SCAG LDT1 Aggregated Aggregated ELEC 1,485,005 0000 0 0.008000SCAG LDT2 Aggregated Aggregated GAS 106,733,997   0.002881427 0.018055011 0.479056288 0.002270406 0.000621415 0.008000

SCAG LDT2 Aggregated Aggregated DSL 1,100,726       0.018884696 0.033298125 0.195208937 0.002008144 0.004572959 0.008000SCAG LDT2 Aggregated Aggregated ELEC 3,438,702 0000 0 0.008000

481,681,736
2044 Auto Emissions

EMFAC2017 (v1.0.2) Emission

Region Type: MPORegion: SCAGCalendar Year: 2044Season: AnnualRegion Vehicle CategorySCAG LDASCAG LDASCAG LDASCAG LDT1SCAG LDT1SCAG LDT1SCAG LDT2SCAG LDT2SCAG LDT2

PM2_5_PMTW PM2_5_PMBW CO2_RUNEX CH4_RUNEX N2O_RUNEX

0.002000001 0.015750005 199.5464956 0.000701739 0.0029355370.002000001 0.015750005 159.146234 0.000258228 0.0250155720.002000001 0.015750005 0 0 00.002000001 0.015750005 232.351328 0.000787608 0.0031219560.002000001 0.015750005 308.5146721 0.000933313 0.048494210.002000001 0.015750005 0 0 00.002000001 0.015750005 229.431077 0.000991891 0.0029727710.002000001 0.015750005 212.4211896 0.000877158 0.0333896530.002000001 0.015750005 0 0 0
2044 Auto Emissions

Weighted average grams/mile emissions factors

ROG NOX CO SOX PM10 PM2.5 CO2e

LDA GAS 0.001223         0.010962         0.260476         0.001259         0.028918         0.011667          127.777042

LDA DSL 0.000044         0.000074         0.001455         0.000012         0.000361         0.000147          1.315418

LDA ELEC ‐                    ‐                    ‐                    ‐                    0.001873         0.000743          ‐

LDT1 GAS 0.000174         0.001497         0.032958         0.000180         0.003557         0.001438          18.264029

LDT1 DSL 0.000000         0.000001         0.000002         0.000000         0.000001         0.000000          0.003532

LDT1 ELEC ‐                    ‐                    ‐                    ‐                    0.000138         0.000055          ‐

LDT2 GAS 0.000638         0.004001         0.106152         0.000503         0.010054         0.004060          51.019463

LDT2 DSL 0.000043         0.000076         0.000446         0.000005         0.000113         0.000051          0.505695

LDT2 ELEC ‐                    ‐                    ‐                    ‐                    0.000319         0.000127          ‐

        0.016610 0.002123         0.401490         0.001959         0.045334         0.018287          198.885179
2044 Auto Emissions

ROG NOX CO SOX PM10 PM2.5 CO2e

No Build Annual VMT and Reduction Estimates Metric T

No Build 4,335,611,649      10.1                  79.4                  1,918.8            9.4                    216.7               87.4                   862,2

3 stations (13,395,795)          (0.0)                  (0.2)                  (5.9)                  (0.0)                  (0.7)                  (0.3)                   (2,64 stations (14,518,027)          (0.0)                  (0.3)                  (6.4)                  (0.0)                  (0.7)                  (0.3)                   (2,85 stations (16,060,152)          (0.0)                  (0.3)                  (7.1)                  (0.0)                  (0.8)                  (0.3)                   (3,16 stations (17,412,809)          (0.0)                  (0.3)                  (7.7)                  (0.0)                  (0.9)                  (0.4)                   (3,4

TPY