Chapter 4

Control Strategy and

Implementation

South Coast Air Quality Management District

Cleaning the air that we breathe...TM
CHAPTER 4

CONTROL STRATEGY AND IMPLEMENTATION

Introduction

Overall Attainment Strategy

Proposed PM2.5 Short-term Control Measures

Proposed PM2.5 Contingency Measures

SCAG's Regional Transportation Strategy and Transportation Control 

Measures

Proposed 8-hour Ozone Measures 

District’s SIP Emission Reduction Commitment

Overall Emission Reductions

Implementation
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INTRODUCTION

The overall control strategy in the Final 2012 AQMP provides a path to achieving 

emission reductions and air quality goals. Implementation of the Final 2012 AQMP 

will be based on a series of control measures and strategies that vary by source type 

(i.e., stationary or mobile) as well as by the pollutant that is being targeted. Although 

great strides have been made in air pollution control technologies and emission 

reduction programs, air quality goals cannot be achieved without significant further 

emission reductions. The 2012 AQMP is designed to achieve the 2006 24-hour PM2.5 

standard by 2014. In addition, the sheer magnitude of emission reductions needed for 

the attainment of the 8-hour ozone national ambient air quality standards (NAAQS) 

by 2023 and 2032 poses a tremendous challenge to the South Coast Air Basin. This 

challenge requires an aggressive control strategy and close collaboration with federal, 

state, and regional governments, local agencies, businesses, and the public. This 

chapter outlines the proposed control strategy and implementation schedule for the 

Final 2012 AQMP as required to achieve the air quality goals in the Basin.

OVERALL ATTAINMENT STRATEGY

The overall control strategy for this Plan is designed to meet applicable federal and 

state requirements, including attainment of ambient air quality standards. The focus 

of the Final 2012 AQMP is to demonstrate attainment of the federal 2006 24-hour 

PM2.5 ambient air quality standard by the 2014 attainment date, as well as an update 

to further define measures to meet the federal and state 8-hour ozone standards. The 

attainment demonstration for the new 8-hour ozone standard (75 ppb) will be 

addressed in the 2015 ozone plan.

The Final 2012 AQMP provides base year emissions and future baseline emission 

projections (see Chapter 3 and Appendix III). In doing so, the Final 2012 AQMP 

relies upon the most recent planning assumptions and the best available information 

including: CARB’s latest emission factors (EMFAC2011) for the on-road mobile 

source emissions inventory; CARB’s 2011 in-use fleet inventory for the off-road 

mobile source emission inventory; the latest point source inventory; updated area 

source inventories; and SCAG’s forecast growth assumptions based on its recent 2012 

Regional Transportation Plan. The baseline emission projections provide a snapshot 

of the future air quality conditions, including the effects from already adopted rules 

and regulations, but without a proposed control strategy.
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Air quality modeling (see Chapter 5 and Appendix V) is conducted to determine the 

Basin’s ―carrying capacity,‖ which is the allowable level of emissions to meet the 

standards. The remaining emissions above the carrying capacity are the amount of 

emissions that must be reduced in order to achieve the standards. To meet the 

targeted carrying capacity emissions level, a control strategy has been developed.

The development of the control strategy entails integrated planning to identify, to the 

extent feasible, co-benefit opportunities in achieving multi-pollutant reductions to 

meet standards with multiple deadlines. As such, control measures for attainment of 

one pollutant standard can assist in the attainment of another pollutant standard. For 

example, some control measures chosen to reduce criteria pollutants can also result in 

the reduction of greenhouse gases (GHG) and/or toxic emissions. In doing so, 

implementation of the Final 2012 AQMP control strategy could also assist in reaching 

the GHG target goals in the AB32 Scoping Plan or the air quality goals in CARB’s 

Freight Transport Plan. 

The control measures were chosen based on technical and economic feasibility, as 

well as other factors such as promoting fair share responsibility and maximizing 

private/public partnerships. Table 4-1 provides an overview of the criteria used in 

evaluating and selecting feasible control measures, in no particular order. 

TABLE 4-1

Criteria for Evaluating 2012 AQMP Control Measures (not ranked by priority)

CRITERIA DESCRIPTION

Cost-Effectiveness The cost of a control measure to reduce air pollution by one ton [cost 

includes purchasing, installing, operating and maintaining the control 

technology].

Emission Reduction 

Potential

The total amount of pollution that a control measure can actually 

reduce.

Enforceability The ability to ensure that polluters comply with a control measure.

Legal Authority Ability of the District or other adopting agency to implement the 

measure or the likelihood that local governments and agencies will 

cooperate to approve a control measure.

Public Acceptability The likelihood that the public will cooperate in the implementation of 

a control measure that applies to members of the public.

Rate of Emission 

Reduction

The time it will take for a control measure to reduce a certain amount 

of air pollution.

Technological Feasibility The likelihood that the technology for a control measure will be 

available as anticipated.
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For the Final 2012 AQMP control measure development, District staff conducted an 

AQMP Technology Symposium in September 2011 to solicit new control concepts 

and innovative ideas from industry experts, professional consultants, and government 

specialists. Internal staff suggestions and external recommendations assisted in 

identifying additional control measures and assessing control measure feasibility. 

Since the adoption of the 2007 AQMP, the District has made significant strides in 

achieving further emission reductions from stationary sources. Table 1-2 in Chapter 1 

provides a list of rules adopted by the District since adoption of the 2007 AQMP as 

well as the SIP commitment and the emission reductions achieved for each rule. The 

proposed control strategy in the Final 2012 AQMP includes some revised and 

partially implemented measures from the 2007 AQMP, and new measures deemed 

feasible and necessary to provide additional control opportunities to achieve the air 

quality standards. 

The Final 2012 AQMP is proposing a control strategy that includes emission 

reductions from both stationary and mobile sources. The proposed stationary source 

control measures in the Final 2012 AQMP are based on implementation of all feasible 

control measures through the application of available cleaner technologies, best 

management practices, incentive programs, as well as development and 

implementation of zero- and near-zero technologies and control methods. The 

stationary source control measures presented in the Plan are proposed to further 

reduce emissions from both point sources (permitted facilities) and area sources 

(generally small and non-permitted) in addition to smaller permitted sources with 

emissions less than the reporting threshold in the District’s Annual Emissions 

Reporting Program). The basic principles followed in developing the District’s 

stationary source control measures include: 1) identify PM2.5, ammonia and/or NOx 

reduction opportunities and maximize reductions by the 2014 attainment date, and 2) 

initiate programs or rule making activities for VOC and further NOx control strategies 

aiming at maximum reductions by the 2023 timeframe to further implement the ozone 

plan for the 1997 8-hour ozone standard.

The mobile source strategy includes actions seeking further emission reductions from 

both on-road and off-road mobile sources, such as accelerated penetration of zeroand near-zero emission vehicles and early retirement of older vehicles. In addition, the 

mobile source strategy includes research and development of advanced control 

technologies from various mobile sources. Some of the proposed actions need to be 

implemented by several agencies that currently have the statutory authority to 
Final 2012 AQMP

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implement such measures. For more details about the responsibilities of the other 

agencies, refer to the last section of this chapter under Implementation. 

The Final 2012 AQMP relies on a comprehensive and integrated control approach 

aimed at achieving the 2006 24-hour PM2.5 standard by the 2014 attainment date 

through implementation of short-term 24-hour PM2.5 control measures. For each 

control measure, the District will seek to achieve the maximum reduction potential 

that is technically feasible and cost-effective. The overall control strategy provides 

for attainment of the 2006 24-hour PM2.5 standard, with additional ozone measures to 

further implement the ozone plan for the 8-hour ozone standard. 

The following sections provide an overview of the two-part control strategy.

24-Hour PM2.5 Strategy

In December 2009, the U.S. EPA designated the Basin as nonattainment for the 2006 

24-hour PM2.5 NAAQS, and required attainment of the standard by 2014. To 

develop the Plan’s required control strategy for meeting state and federal 

requirements, an iterative process of technology/strategy review and ambient air 

quality modeling is utilized. The emission inventories for nonattainment areas 

include base year (2008) and future years’ emissions through the attainment year (see 

Chapter 3 for detail of the inventory) which include emissions reductions achieved by 

already-adopted measures. The remaining emissions target is initially defined 

utilizing air quality modeling that will achieve the ambient air quality standards based 

on reductions from all sources. Control measures based on existing technologies and 

advancements are then evaluated to determine their effectiveness in meeting this 

remaining emissions target. Further modeling analyses are conducted using the actual 

emissions reductions achieved based on the technology forecast. Ultimately an 

overall emissions target (i.e., carrying capacity) is determined for achieving the 

ambient air quality standards and for which controls have been proposed. 

Modeling Results

In accordance with U.S. EPA guidelines, the District modeled air quality based on 

emission reductions achieved due to already-adopted and implemented rules at the 

federal, state and local levels. This analysis provided the air quality improvements 

that such programs are projected to offer for the nonattainment area. Future air 

quality projections for 24-hour PM2.5 concentrations as shown in Chapter 5 show an 

air quality improvement over time. There are many factors (e.g., current regulations, 
Chapter 4: Control Strategy and Implementation

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fleet turnover, etc.) contributing to the downward trend of 24-hour PM2.5 levels, but 

the reductions from already adopted regulations are not enough to meet the attainment 

date of 2014 at all monitoring stations. The U.S. EPA does allow an area that cannot 

meet the standard by the attainment date, based on the severity of its nonattainment 

problem and feasibility of pollution control measures, to request an extension of the 

initial attainment date for a period of up to five years. As demonstrated in Chapter 5, 

the inclusion of the control strategy in combination with already adopted measures 

will enable the region to achieve attainment by 2014.

Sensitivity Analysis

There are five major contributors resulting in the formation of PM2.5 including NOx, 

SOx, VOC, directly emitted PM2.5, and ammonia. Various combinations of 

reductions of these pollutants could provide a path to achieve clean air standards. It is 

useful to weigh the value in tons per day of emissions reductions relative to ambient 

concentration improvements of PM2.5, since different pollutant emissions contribute 

differently to overall PM2.5 levels. The Final 2007 AQMP established a set of factors 

relating regional per ton precursor emissions reductions to microgram per cubic meter 

improvements of ambient PM2.5 for the annual average concentration. The current 

CMAQ model simulations provide a similar set of factors, but this time related to 24-

hour average PM2.5. For 24-hour average PM2.5, the simulations determined that 

VOC emissions reductions have the lowest benefit in terms of micrograms per cubic 

meter ambient PM2.5 reduced per ton of emissions reduction, a third of NOx’s 

effectiveness. The analysis further indicated that SOx emissions were about 7.8

times more effective than NOx, and that directly emitted PM2.5 is approximately 14.8

times more effective than NOx. It is important to note that the contribution of 

ammonia emissions is embedded as a component of the SOx and NOx factors, since 

ammonium nitrate and ammonium sulfate are the resultant particulate compounds 

formed in the ambient chemical process.

Basin-wide and Episodic Short-Term PM2.5 Measures

The Basin-wide 24-hour PM2.5 attainment strategy is primarily focused on directlyemitted PM2.5 and NOx reductions which can be feasibly achieved by the attainment 

date of 2014. Direct PM2.5 emissions can be substantially reduced by episodically 

curtailing residential wood burning and open burning from agricultural or prescribed 

(e.g., brush clearing) sources. NOx is a precursor to both PM2.5 and ozone, and thus 

NOx reductions are preferred since they are also needed for ozone. Thus, further 

NOx reductions from RECLAIM facilities are being proposed as a contingency 
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measure if attainment of the 24-hour PM2.5 standard is not achieved by 2014. The 

Basin-wide control strategy also includes a backstop measure for indirect sources at 

the ports, initiation of control technology assessments, and a measure focused on 

education and outreach. 

8-hour Ozone Strategy

Although the Basin is projected to meet the 2006 24-hour PM2.5 standards by the 

applicable attainment deadlines with the strategy discussed above, significant 

challenges remain in meeting the federal ozone standards. The next AQMP in 2015 

will include a more detailed analysis to demonstrate attainment of the 1997 and 2008

8-hour ozone standards, but it is prudent for both the District and stakeholders to 

immediately begin development of control strategies for ozone given the looming 

2023 deadline. The District will pursue actions that can be implemented over the next 

two to three years to work towards meeting the 8-hour ozone standards. Ozone 

reduction strategies and programs need to be continued and accelerated to ensure that 

the air basin will meet the 8-hour ozone standards by 2024 and 2032. Proposed 

measures to reduce ozone include emission reductions from coatings, and RECLAIM 

facilities as well as early transitions to cleaner technologies.

To ultimately achieve the ozone ambient air quality standards, significant additional 

emissions reductions will be necessary from a variety of sources, including those 

primarily under the jurisdiction of CARB (e.g., on-road motor vehicles, off-road 

equipment, and consumer products) and U.S. EPA (e.g., aircraft, ships, trains, and 

pre-empted off-road equipment). Without an adequate and fair-share level of 

reductions from all sources, the emission reduction burden would unfairly be shifted 

to sources that have already been doing their part for clean air. Moreover, the District 

will continue to use its available regulatory authority to further control mobile source 

emissions where federal or State actions do not meet regional needs.

Overall, the Final 2012 AQMP includes 21 stationary and 17 mobile source measures. 

The following seven sections discuss the control measures, SIP commitments, overall 

emission reductions and implementation as outlined below:

 Proposed Short-term PM2.5 Control Measures (see Appendix IV-A for 

detailed descriptions of the District’s stationary source control measures)

 Proposed PM2.5 Contingency Measures (see Chapter 6 for a detailed 

discussion of the contingency requirements)
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 SCAG’s Regional Transportation Strategy and Transportation Control 

Measures (see Appendix IV-C for detailed descriptions of the regional 

transportation strategy and control measures)

 Proposed 8-hour Ozone Measures (see Appendix IV-A for detailed 

descriptions of the District’s stationary source control measures and Appendix 

IV-B for detailed descriptions of the District’s mobile source measures)

 District’s SIP Emission Reduction Commitment

 Overall Emission Reductions

 Implementation

PROPOSED PM2.5 SHORT-TERM CONTROL MEASURES

The proposed short-term PM2.5 control measures include stationary source control 

measures, episodic controls, technology assessments, an indirect source measure and 

one education measure. As noted earlier in this chapter, a public process to solicit 

input assisted District staff in developing and proposing feasible control measures and 

strategies that could be adopted and implemented in the short-term. The assessment 

considered whether adoption and implementation of control measures could 

reasonably take place prior to 2014 resulting in attainment of the 2006 24-hour PM2.5 

standard of 35 μg/m3by the 2014 attainment year. Each short-term PM2.5 control 

measure was evaluated to determine the potential emission reductions that could be 

achieved. In some cases, only a range of possible emissions reductions could be 

determined, and for some others, the magnitude of potential reductions cannot be 

determined at this time. 

Table 4-2 provides a list of the District’s short-term PM2.5 measures along with the 

anticipated adoption date, implementation date and emissions reduction. The 

measures target a variety of source categories: Combustion Sources (CMB), PM 

Sources (BCM), Indirect Sources (IND), Educational Programs (EDU) and Multiple 

Component Sources (MCS).
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TABLE 4-2 

List of District’s Adoption/Implementation Dates and Estimated Emission Reductions 

from Short-Term PM2.5 Control Measures 

NUMBER TITLE ADOPTION IMPLEMENTATION 

PERIOD

REDUCTION 

(TPD)

CMB-01 Further NOx Reductions from 

RECLAIM [NOx] –Phase I

(Contingency)

2013 2014 2-3 a

BCM-01 Further Reductions from 

Residential Wood Burning 

Devices [PM2.5]

2013 2013-2014 7.1 b

BCM-02 Further Reductions from Open 

Burning [PM2.5]

2013 2013-2014 4.6 c

BCM-03 

(formerly 

BCM-05)

Emission Reductions from 

Under-Fired Charbroilers 

[PM2.5] 

Phase I – 2013 

(Tech 

Assessment)

Phase II - TBD

TBD 1

d

BCM-04 Further Ammonia Reductions 

from Livestock Waste [NH3]

Phase I – 2013-

2014 (Tech 

Assessment)

Phase II - TBD

TBD TBD e

IND -01 

(formerly 

MOB-03)

Backstop Measures for Indirect 

Sources of Emissions from 

Ports and Port-Related 

Facilities [NOx, SOx, PM2.5]

2013 12 months after trigger N/A f

EDU-01

(formerly 

MCS-02, 

MCS-03)

Further Criteria Pollutant 

Reductions from Education, 

Outreach and Incentives [All 

Pollutants]

Ongoing Ongoing N/A f

MCS-01 

(formerly 

MCS-07)

Application of All Feasible 

Measures Assessment [All 

Pollutants]

Ongoing Ongoing TBD e

a. Emission reductions are included in the SIP as a contingency measure.

b. Winter average day reductions based on episodic conditions and 75 percent compliance rate.

c. Reductions based on episodic day conditions.

d. Will submit into SIP once technically feasible and cost effective options are confirmed.

e. TBD are reductions to be determined once the technical assessment is complete, and inventory and control 

approach are identified.

f. N/A are reductions that cannot be quantified due to the nature of the measure (e.g., outreach, incentive 

programs) or if the measure is designed to ensure reductions that have been assumed to occur will in fact 

occur.
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Each control measure type relies on a number of control methods. Table 4-3 

provides the types of proposed short-term measures and their typical corresponding 

control methods. 

TABLE 4-3

Proposed Short-Term Measure Control Methods

SOURCE CATEGORY CONTROL METHOD

Combustion Sources  Add-On Controls 

 Market Incentives 

 Process Improvement

 Improved Energy Efficiency

Best Available Control Measures for 

Fugitive Ammonia Sources

 Best Management Practices

 Best Available Control Technology

 Process Improvement

Multiple Component Sources  Geographic Controls

 Process Modifications and Improvements

 Add-On Controls

 Best Management Practices

 Best Available Control Technology

 Market Incentives

 Energy Efficiency and Conservation

Indirect Source  Emission Control Plans

 Contractual Requirements

 Tariffs, Incentives/Disincentives

Educational Programs  Increased Awareness

 Technical Assistance

The following text provides a brief description of the District's short-term measures. 

Combustion Sources

This category includes a control measure that further reduces NOx emissions from 

RECLAIM facilities. 

CMB-01 – FURTHER NOX REDUCTIONS FROM RECLAIM (PHASE I):

This proposed control measure is a contingency measure to be automatically 

triggered if the 24-hour PM2.5 standard is not met by the 2014 attainment date. The 

control measure will seek further reductions of 2 tpd of NOx allocations if triggered. 

In addition, staff would seek to identify appropriate approaches during rulemaking to 
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implement the allocation shaving methodology. The control measure has the ability 

to produce co-benefits in the reduction of PM2.5 and ozone.

PM Sources

This category includes four control measures, including episodic curtailment of 

residential wood burning and opening burning, PM2.5 emission reductions from 

under-fired charbroilers and ammonia emission reductions from livestock waste. The 

under-fired charbroiler measure has been carried over from the 2007 AQMP.

BCM-01 - FURTHER REDUCTIONS FROM RESIDENTIAL WOOD 

BURNING DEVICES: The purpose of this measure would be to seek further PM2.5 

emissions reductions from residential wood burning fireplaces and wood stoves 

whenever key areas in the South Coast Air Basin are forecast to approach the federal 

24-hour PM2.5 standard. A review of other California air district regulations has 

indicated that the most appropriate amendment to the existing AQMD wood smoke 

control program would be to decrease the mandatory wood burning curtailment 

forecast threshold from 35 μg/m3to a more conservative 30 μg/m3. In addition to the 

existing sub-regional curtailment program of Rule 445 (based on areas forecast to 

exceed the existing PM2.5 standard), this measure would implement a curtailment 

that would apply Basin-wide whenever a PM2.5 level of greater than 30 μg/m3is 

forecast at any monitoring station, which has recorded violations of the design value 

for the current PM2.5 24-hour standard of 35 μg/m3for either of the two previous 

three-year design value periods. Lowering the wood burning curtailment forecast 

threshold and applying the curtailment to the entire Basin when triggered could 

potentially reduce Basin-wide ambient PM2.5 concentrations on these episodic noburn days by about 7.1 tons per winter day (assuming 75% rule effectiveness).

BCM-02 - FURTHER REDUCTIONS FROM OPEN BURNING: Rule 444 

outlines the criteria and guidelines for agricultural and prescribed burning, as well as 

training burns, to minimize PM emissions and smoke in a manner that is consistent 

with state and federal laws. Agricultural burning is open burning of vegetative 

materials produced from the growing and harvesting of crops. Prescribed burning is 

a planned open burning of vegetative materials, usually conducted by a fire 

protection agency and/or department of forestry, to promote a healthier habitat for 

plants and animals, to prevent plant disease and pests, and to reduce the risk of wild 

fires. Training burns are hands-on instructional events conducted by fire protection 

agencies on methods of preventing and/or suppressing fire. Rule 444 currently 

contains requirements that a no-burn day may be called under a combination of 
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geographical, meteorological, and air quality conditions. This control measure would 

potentially increase the number of no-burn days by establishing an additional criteria 

for no-burn during episodic days as described in control measure BCM-01 by 

implementing a curtailment that would apply Basin-wide whenever a PM2.5 level of 

greater than 30 μg/m3is forecast at any monitoring station which has recorded 

violations of the design value for the current PM2.5 24-hour standard of 35 μg/m3for 

either of the two previous three-year design value periods. Enhancing the open 

burning restrictions with this new threshold criteria and applying a curtailment to the 

entire Basin could potentially reduce Basin-wide ambient PM2.5 concentrations on 

these episodic no-burn days by about 4.6 tons per winter day. Since the burning 

would likely be shifted to other days, the total annual emissions would remain the 

same, but would not occur on days where high PM2.5 levels are forecast.

BCM-03 - EMISSION REDUCTIONS FROM UNDER-FIRED 

CHARBROILERS: This proposed measure seeks emission reductions by 

potentially requiring new and/or existing medium to large volume restaurants with 

under-fired charbroilers to install control devices meeting a minimum efficiency 

requirement. Under-fired charbroilers are responsible for the majority of emissions 

from restaurant operations – 84 percent of PM and 71 percent of VOC emissions. 

Several control options are currently being evaluated and tested including 

electrostatic precipitators (ESP), high efficiency particulate arresting (HEPA) filters, 

wet scrubbers, and thermal oxidizers. Under-fired charbroilers are one of the largest 

unregulated sources of directly emitted PM. A technical assessment of potential 

control technologies is currently ongoing at University of California, Riverside (CECERT), to evaluate the efficiency and the cost-effectiveness of various control 

devices for the capture and control of filterable and/or condensable forms of PM 

from under-fired charbroilers. The Bay Area AQMD adopted a rule for commercial 

cooking equipment that controls both chain-driven and under-fired charbroilers. The 

Bay Area measure will be evaluated to meet the all feasible measures requirement. 

Technical and economic feasibility, as well as affordability of controls, particularly 

for existing restaurants relative to retrofit installation and operation/maintenance, will 

be considered in conjunction with any future rule development to establish 

requirements for under-fired charbroilers.

BCM-04 – FURTHER AMMONIA REDUCTIONS FROM LIVESTOCK 

WASTE: This measure seeks to reduce ammonia emissions from livestock 

operations with emphasis on dairies. Existing Rule 1127 – Emission Reductions 

from Livestock Waste requires best management practices for dairies and specific 
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requirements regarding manure removal, handling, and composting; however, the 

rule does not focus on fresh manure, which is one of the largest dairy sources of 

ammonia emissions. An assessment will be conducted to evaluate the use of sodium 

bisulfate (SBS) at local dairies to evaluate the technical and economic feasibility of 

its application, as well as potential impacts to ground water, and the health and safety 

of both workers and dairy stock. Reducing pH level in manure through the 

application of acidulant additives (acidifier), such as SBS, is one of the potential 

mitigations for ammonia. SBS is currently being considered for use in animal 

housing areas where high concentrations of fresh manure are located. Research 

indicates that best results occur when SBS is used on ―hot spots‖. SBS can also be 

applied to manure stock piles and at fencelines, and upon scraping manure to reduce 

ammonia spiking from the leftover remnants of manure and urine. SBS application 

may be required seasonally or episodically during times when high ambient PM2.5 

levels are forecast.

Multiple Component Sources

There is one short-term control measure for all feasible measures.

MCS-01: APPLICATION OF ALL FEASIBLE MEASURES ASSESSMENT: 

This control measure is to address the state law requirement for all feasible measures 

for ozone. Existing rules and regulations for pollutants such as VOC, NOx, SOx and 

PM reflect current best available retrofit control technology (BARCT). However, 

BARCT continually evolves as new technology becomes available that is feasible 

and cost-effective. Through this proposed control measure, the District would 

commit to the adoption and implementation of the new retrofit control technology 

standards. Finally, staff will review actions taken by other air districts for 

applicability in our region.

Indirect Sources

This category includes a proposed control measure carried over from the 2007 

AQMP (formerly MOB-03) that establishes a backstop measure for indirect sources 

of emissions at ports.

IND-01- BACKSTOP MEASURE FOR INDIRECT SOURCES OF 

EMISSIONS FROM PORTS AND PORT-RELATED FACILITIES: The goal of 

this measure is to ensure that NOx, SOx and PM2.5 emissions reductions from portrelated sources are sufficient to attain the 24-hr federal PM2.5 ambient air quality 
Chapter 4: Control Strategy and Implementation

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standard. If emission levels projected to result from the current regulatory 

requirements and voluntary reduction strategies specified by the Ports are not 

realized, the 24-hr federal PM2.5 ambient air quality standard may not be achieved. 

This control measure is designed to ensure that the necessary emission reductions 

from port-related sources projected in the 2012 AQMP milestone years are achieved 

or if it is later determined through a SIP amendment that additional region-wide 

reductions are needed due to the change in Basin-wide carrying capacity for PM2.5 

attainment. In this case, the ports will be required to further reduce their emissions 

on a ―fair-share‖ basis. 

Educational Programs

There is one proposed educational program within this category. 

EDU-01: FURTHER CRITERIA POLLUTANT REDUCTIONS FROM 

EDUCATION, OUTREACH AND INCENTIVES: This proposed control measure 

seeks to provide educational outreach and incentives for consumers to contribute to 

clean air efforts. Examples include the usage of energy efficient products, new 

lighting technology, ―super compliant‖ coatings, tree planting, and the use of lighter 

colored roofing and paving materials which reduce energy usage by lowering the 

ambient temperature. In addition, this proposed measure intends to increase the

effectiveness of energy conservation programs through public education and 

awareness as to the environmental and economic benefits of conservation. 

Educational and incentive tools to be used include social comparison applications

(comparing your personal environmental impacts with other individuals), social 

media, and public/private partnerships.

PROPOSED PM2.5 CONTINGENCY MEASURES

Pursuant to CAA section 172(c)(9), contingency measures are emission reduction 

measures that are to be automatically triggered and implemented if an area fails to 

attain the national ambient air quality standard by the applicable attainment date, or 

fails to make reasonable further progress (RFP) toward attainment. Further detailed 

descriptions of contingency requirements can be found in Chapter 6 – Clean Air Act 

Requirements. As discussed in Chapter 6 and consistent with U.S. EPA guidance, 

the District is proposing to use excess air quality improvement from the proposed 

control strategy, as well as potential NOx reductions from CMB-01 listed above, to 

demonstrate compliance with this federal requirement. 
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SCAG’s REGIONAL TRANSPORTATION STRATEGY AND 

TRANSPORTATION CONTROL MEASURES

The Southern California Association of Governments (SCAG), the Metropolitan 

Planning Organization (MPO) for Southern California, is mandated to comply with 

federal and state transportation and air quality regulations. Federal transportation 

law authorizes federal funding for highway, highway safety, transit, and other surface 

transportation programs. The federal CAA establishes air quality standards and 

planning requirements for various criteria air pollutants.

Transportation conformity is required under CAA Section 176(c) to ensure that 

federally supported highway and transit project activities ―conform to‖ the purpose 

of the SIP. Conformity currently applies to areas that are designated non-attainment, 

and those re-designated to attainment after 1990 (―maintenance areas‖ with plans 

developed under CAA Section 175[A]) for the specific transportation-related criteria 

pollutants. Conformity to the purpose of the SIP means that transportation activities 

will not cause new air quality violations, worsen existing violations, or delay timely 

attainment of the relevant NAAQS. The transportation conformity regulation is 

found in 40 CFR Part 93.

Pursuant to California Health and Safety Code section 40460, SCAG has the 

responsibility of preparing and approving the portions of the AQMP relating to 

regional demographic projections and integrated regional land use, housing, 

employment, and transportation programs, measures, and strategies. The District 

combines its portion of the Plan with those prepared by SCAG.

The transportation strategy and transportation control measures (TCMs), included as 

part of the 2012 PM2.5 AQMP and SIP for the South Coast Air Basin, are based on 

SCAG’s adopted 2012-2035 Regional Transportation Plan/Sustainable Communities 

Strategy (RTP/SCS) and 2011 Federal Transportation Improvement Program (FTIP). 

This was developed in consultation with federal, state and local transportation and air 

quality planning agencies and other stakeholders. 

The Regional Transportation Strategy and Transportation Control Measures portion 

of the 2012 AQMP/SIP consists of the following three related sections.
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Section I. Linking Regional Transportation Planning to Air Quality Planning 

As required by federal and state laws, SCAG is responsible for ensuring that the 

regional transportation plan, program, and projects are supportive of the goals and 

objectives of AQMPs/SIPs. SCAG is also required to develop demographic 

projections and a regional transportation strategy and control measures for the 

AQMPs/SIPs.

The RTP/SCS, updated every four years, is a long-range regional transportation plan 

that provides a vision for transportation investments throughout the SCAG Region. 

The 2012-2035 RTP/SCS also integrates land use and transportation planning to 

achieve regional greenhouse gas (GHG) reduction targets set by ARB pursuant to 

SB375.

SCAG also develops the biennial FTIP. The FTIP is a multimodal program of 

capital improvement projects to be implemented over a six year period. The FTIP 

implements the programs and projects in the RTP/SCS.

Section II. Regional Transportation Strategy and Transportation Control 

Measures

The SCAG Region faces daunting mobility, air quality, and transportation funding 

challenges. Under the guidance of the goals and objectives adopted by SCAG’s 

Regional Council, the 2012-2035 RTP/SCS was developed to provide a blueprint to 

integrate land use and transportation strategies to help achieve a coordinated and 

balanced regional transportation system. The 2012-2035 RTP/SCS represents the 

culmination of more than two years of work involving dozens of public agencies, 191 

cities, hundreds of local, county, regional and state officials, the business community, 

environmental groups, as well as various nonprofit organizations. The 2012-2035 

RTP/SCS was formally adopted by the SCAG Regional Council on April 4, 2012.

The 2012-2035 RTP/SCS contains a host of improvements to every component of 

the regional multimodal transportation system including: 

 Active transportation (non-motorized transportation, such as biking and 

walking)

 Transportation demand management (TDM)

 Transportation system management (TSM)

 Transit
Final 2012 AQMP

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 Passenger and high-speed rail

 Goods movement

 Aviation and airport ground access

 Highways

 Arterials

 Operations and maintenance

Included within these transportation system improvements are TCM projects that 

reduce vehicle use or change traffic flow or congestion conditions. TCMs include 

the following three main categories of transportation improvement projects and 

programs:

 High occupancy vehicle (HOV) measures,

 Transit and systems management measures, and

 Information-based transportation strategies.

New to this cycle of the RTP is the inclusion of the SCS as required by SB 375. The 

primary goal of the SCS is to provide a vision for future growth in Southern 

California that will decrease per capita GHG emissions from passenger vehicles. 

However, the strategies contained in the 2012-2035 RTP/SCS will produce benefits 

for the region far beyond simply reducing GHG emissions. The SCS integrates the 

transportation network and related strategies with an overall land use pattern that 

responds to projected growth, housing needs, changing demographics, and 

transportation demands. The regional vision of the SCS maximizes current voluntary 

local efforts that support the goals of SB 375. The SCS focuses the majority of new 

housing and job growth in high-quality transit areas and other opportunity areas on 

existing main streets, in downtowns, and commercial corridors, resulting in an 

improved jobs-housing balance and more opportunity for transit-oriented 

development. In addition, SCAG is a strategic partner in a regional effort to 

accelerate fleet conversion to near-zero and zero-emission transportation 

technologies, including planning for the expansion of alternative-fuel infrastructure 

to accommodate the anticipated increase in alternative fueled vehicles.

Section III. Reasonably Available Control Measure (RACM) Analysis for 

Transportation Control Measures

As required by the CAA, a RACM analysis must be included as part of the overall 

control strategy in the AQMP/SIP to ensure that all potential control measures are 

evaluated for implementation and that justification is provided for those measures 
Chapter 4: Control Strategy and Implementation

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that are not implemented. Appendix IV-C contains the RACM TCM component for 

the Basin’s 24-hour PM2.5 control strategy. In accordance with U.S. EPA 

procedures, this analysis considers TCMs in the 2012-2035 RTP/SCS, measures 

identified by the CAA, and relevant measures adopted in other non-attainment areas 

of the country. Based on this comprehensive review, it is determined that the TCMs 

being implemented in the Basin are inclusive of all TCM RACM. None of the 

candidate measures reviewed and determined to be infeasible meets the criteria for 

RACM implementation.

The emission benefits associated with the RTP/SCS are reflected in the 2012 AQMP 

projected emissions. The transportation strategy is estimated to reduce 0.4 ton per 

day of NOx and 0.1 ton per day VOC in 2014. The estimated emissions benefits of 

future TCM projects in 2014 are reductions of 0.7 ton per day of NOx, 0.3 ton per 

day of VOC, and 0.1 ton per day of PM2.5.

For a detailed discussion of the regional transportation strategy, refer to Appendix 

IV-C: Regional Transportation Strategy and Control Measures.

PROPOSED 8-HOUR OZONE MEASURES (TO REDUCE EMISSIONS 

ASSOCIATED WITH CAA SECTION 182(e)(5) MEASURES)

The 2007 State Implementation Plan (SIP) for the 8-hour ozone NAAQS contains 

commitments for emission reductions that rely on advancement of technologies, as 

authorized under Section 182(e)(5) of the federal Clean Air Act. These measures, 

which have come to be known as the ―black box,‖ account for a substantial portion of 

the NOx emission reductions needed to attain the federal ozone standards – over 200 

tons/day. The deadlines to reduce ozone concentrations in the region are 2023 (to 

attain the 80 ppb NAAQS), and 2032 (to attain 75 ppb NAAQS)1. Attaining these 

standards will require substantial reductions in emissions of NOx well beyond 

reductions resulting from current rules, programs, and commercially available 

technologies. Given the relatively large size of the ―black box‖ measures, it is 

important to continue to reduce the reliance on Section 182(e)(5) long-term 

emissions reductions as ozone attainment dates approach. To this end, all feasible 

 

1 The attainment deadline for the 75 ppb standard (adopted in 2008) for an extreme non-attainment area is December 

31, 2032.
Final 2012 AQMP

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ozone control measures are included in this Final 2012 AQMP as an update to the 

previously approved 2007 8-hour ozone SIP. 

Mobile sources emit over 80 percent of regional NOx and therefore must be the 

largest part of the solution. As provided in Figure 4-1, on-road truck categories are 

projected to comprise the single largest contributor to regional NOx in 2023. Other 

equipment involved in goods movement, such as marine vessels, locomotives and 

aircraft, are also substantial NOx sources. 

*Oceangoing vessels = 32 tons/day

**RECLAIM: 320 largest stationary sources, including all refineries and power plants

FIGURE 4-1

Top NOx Emissions Categories and Corresponding NOx Emissions (tons per day) in 2023 

in the South Coast Air Basin, Annual Average Day

Figure 4-2 shows projections indicating that the region must reduce regional NOx 

emissions by about 65% by 2023, and 75% by 2032, to attain the 8-hour ozone 

NAAQS as required by federal law. 

51

43

41

27

22

16 16 15 14 13 13

0

25

50

75

Heavy-Duty

Diesel

Trucks

Off-Road

Equipment

Ships & 

Commercial

Boats*

RECLAIM** Locomotives Aircraft Residential 

Fuel 

Combustion

Heavy-Duty 

Gasoline 

Trucks

Passenger 

Cars

Med-Duty 

Gasoline 

Vehicles

Light Duty 

Trucks/SUVs
Chapter 4: Control Strategy and Implementation

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FIGURE 4-2

Needed NOx Emission Reductions to Achieve 

Federal 8-Hour Ozone Ambient Air Quality Standards

Since most significant emission sources are already controlled by over 90%, 

attainment of the ozone standards will require broad deployment of zero- and nearzero

2

emission technologies in the 2023 to 2032 timeframe. On-land transportation 

sources such as trucks, locomotives, and cargo handling equipment have 

technological potential to achieve zero- and near-zero emission levels. Current and 

potential technologies include hybrid-electric, battery-electric, and hydrogen fuel cell 

 

2 The term ―near-zero emissions‖ refers to emissions approaching zero and will be delineated for individual source 

categories through the process of developing the Air Quality Management Plan/State Implementation Plan and 

subsequent control measures. Based on current analyses, on-land transportation sources will need to achieve zero 

emissions where possible, and otherwise will need to be substantially below adopted emission standards —

including standards with future effective dates. Near-zero emissions technologies can help meet this need, 

particularly if they support a path toward zero emissions (e.g. electric/fossil fuel hybrids with all-electric range).
Final 2012 AQMP

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on-road vehicle technologies. New types of hybrids could also serve long-term 

needs while providing additional fuel diversity. These could include, for example,

natural gas-electric hybrid technologies for on-road and other applications, 

particularly if coupled with improved after-treatment technologies. Equipment 

powered solely by alternative fuels such as natural gas may also play a long-term role 

in some applications, if those applications are found to pose technological barriers to 

achieving zero or near-zero emissions. Even in such applications, however, 

substantial additional emission reductions will be needed through development of 

new, advanced after-treatment technologies. In addition, alternative fuels will likely 

play a transitional near-term role. Alternative fuels such as natural gas have 

historically helped the region make progress toward attaining air quality standards, 

and -- while not achieving zero or near-zero NOx emission levels -- they are 

generally cleaner than conventional fuels. Given the region’s need to attain air 

quality standards in a few short years, alternative fueled engines will continue to play 

a role. Finally, we emphasize that air quality regulatory agencies have traditionally

set policies and requirements that are performance based and technology and fuel 

neutral -- a policy that the District intends to continue. In short, all technologies and 

fuels should be able to compete on equal footing to meet environmental needs.

While there has been much progress in developing and deploying transportation 

technologies with zero- and near-zero emissions (particularly for light-duty vehicles 

and passenger transit), additional technology development, demonstration and 

commercialization will be required prior to broad deployment in freight and other 

applications. This section describes a path to evaluate, develop, demonstrate, fund 

and deploy such technologies for land-based transportation sources. It also proposes 

near-term measures to accelerate fleet turnover to the lowest emission units, and 

require deployment of zero-emission technologies where most feasible. 

The District staff believes that a combination of regulatory actions and public 

funding is the most effective means of achieving these emission reductions. 

Voluntary incentive programs such as the Carl Moyer Program can help to accelerate 

turnover to the cleanest commercially available equipment. A majority of the on-road 

and off-road measures proposed are based on existing funding programs 

implemented by the District or the California Air Resources Board. However, 

several of the existing funding programs will sunset in the 2014 – 2015 timeframe. 

Continued funding beyond 2015 will be needed to reduce the emissions associated 

with the black box. Developing, demonstrating and deploying new technologies 

will require public/private partnerships and, in some cases, regulatory actions. 
Chapter 4: Control Strategy and Implementation

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The measures described in this section are a relatively small down payment on the 

total emission reductions needed to attain the current NAAQS for ozone. The 

measures proposed in this section and further discussed in Appendix IV-A and IV-B 

are feasible steps that must commence in the near-term to establish a path toward a 

broader transition to the technologies that will be needed to attain federal air quality 

standards. Between now and 2015, the additional measures needed to attain both the 

75 and 80 ppb ozone NAAQS will be fleshed out in greater detail as required under 

the federal Clean Air Act as part of the next AQMP revision (see Chapters 5 and 6 

for further discussions). Given the magnitude of needed emission reductions, and the 

time remaining until attainment deadlines, it is important that progress and 

momentum to identify, develop, and deploy needed technologies be sustained and 

accelerated. 

The District staff recognizes these are very difficult policy choices the Basin is 

facing. Transitioning over the next 10 to 20 years to cleaner transportation 

technologies will involve major costs and effects on the economy. However, 

adopting sufficient plan measures to attain the ozone air quality standard by 2024 is 

required by federal law and therefore, failing to do so is not an acceptable public 

policy. Such failure would also risk adverse health consequences highlighted in 

recent health studies, not to mention the potential adverse economic impacts on the 

region due to potential federal sanctions. The following sections summarize the 

measures to help reduce the emissions associated with the ―black box‖ (Section 

182(e)(5)) measures. More detailed discussions are provided in Appendix IV-A and 

IV-B.

Proposed Stationary Source 8-hour Ozone Measures

The proposed stationary source ozone measures are designed to assist in the 

attainment of the 8-hour ozone standard. The measures target a number of source 

categories including Coatings and Solvents (CTS), Combustion Sources (CMB), 

Petroleum Operations and Fugitive VOC Emissions (FUG), Multiple Component 

Sources (MCS), Incentive Programs (INC) and Educational Programs (EDU). There 

are 15 stationary source measures with the majority anticipated to be adopted in the 

next 2-3 years and implemented after 2015. Table 4-4 provides a list of the District’s 

8-hour ozone measures for stationary sources along with the anticipated adoption 

date, implementation date and emission reduction. 
Final 2012 AQMP

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TABLE 4-4

List of the District’s Adoption/Implementation Dates and Estimated Emission Reductions 

from Stationary Source 8-hour Ozone Measures 

NUMBER TITLE ADOPTION IMPLEMENTATION 

PERIOD

REDUCTION 

(TPD)

CTS-01 Further VOC Reductions from 

Architectural Coatings (R1113) [VOC]

2015 - 2016 2018 – 2020 2-4

CTS-02 Further Emission Reduction from 

Miscellaneous Coatings, Adhesives, 

Solvents and Lubricants [VOC]

2013 - 2016 2015 – 2018 1-2

CTS-03 Further VOC Reductions from Mold 

Release Products [VOC]

2014 2016 0.8 – 2

CMB-01 Further NOx Reductions from 

RECLAIM [NOx] – Phase II

2015 2020 1-2 a

CMB-02 NOx Reductions from Biogas Flares 

[NOx]

2015 Beginning 2017 TBD b

CMB-03 Reductions from Commercial Space 

Heating [NOx]

Phase I –

2014 (Tech 

Assessment)

Phase II -

2016

Beginning 2018 0.18 by 2023

0.6 (total) 

FUG-01 VOC Reductions from Vacuum Trucks 

[VOC]

2014 2016 1

c

FUG-02 Emission Reduction from LPG Transfer 

and Dispensing [VOC] – Phase II

2015 2017 1-2

FUG-03 Further Reductions from Fugitive VOC 

Emissions [VOC]

2015 -2016 2017-2018 1-2

MCS-01 Application of All Feasible Measures 

Assessment [All Pollutants]

Ongoing Ongoing TBD b

MCS-02 Further Emission Reductions from 

Greenwaste Processing (Chipping and 

Grinding Operations not associated with 

composting) [VOC]

2015 2016 1 c

MCS-03 

(formerly 

MCS-06)

Improved Start-up, Shutdown and 

Turnaround Procedures [All Pollutants]

Phase I –

2012 (Tech 

Assessment)

Phase II -

TBD

Phase I – 2013

 (Tech Assessment)

Phase II – TBD

TBD b
Chapter 4: Control Strategy and Implementation

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TABLE 4-4 (concluded)

List of the District’s Adoption/Implementation Dates and Estimated Emission Reductions 

from Stationary Source 8-hour Ozone Measures 

NUMBER TITLE ADOPTION IMPLEMENTATION 

PERIOD

REDUCTION 

(TPD)

INC-01 Economic Incentive Programs to Adopt 

Zero and Near-Zero Technologies [NOx]

2014 Within 12 months after 

funding availability

TBD b

INC-02 Expedited Permitting and CEQA 

Preparation Facilitating the 

Manufacturing of Zero and Near-Zero 

Technologies [All Pollutants]

2014-2015 Beginning 2015 N/A d

EDU-01

(formerly 

MCS-02, 

MCS-03)

Further Criteria Pollutant Reductions 

from Education, Outreach and Incentives 

[All Pollutants]

Ongoing Ongoing N/A d

a. If Control Measure CMB-01, RECLAIM Phase I, contingency measure emission reductions are not triggered 

and implemented, Phase II will target a cumulative 3-5 TPD of NOx emission reductions.

b. TBD are reductions to be determined once the inventory and control approach are identified.

c. Reductions submitted in SIP once emission inventories are included in the SIP.

d. N/A are reductions that cannot be quantified due to the nature of the measure (e.g., outreach, incentive 

programs) or if the measure is designed to ensure reductions that have been assumed to occur will in fact occur.

Each control measure type typically relies on a number of control methods. Table 4-

5 provides the types of proposed short-term measures and their typical corresponding 

control methods. 
Final 2012 AQMP

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TABLE 4-5 

Proposed Short-Term Measure Control Methods

SOURCE CATEGORY CONTROL METHOD

Coatings and Solvents  Reformulation 

 Higher Transfer Efficiency 

 Process Improvements 

 Add-On Controls 

 Alternative Coating and Solvent Application Methods 

 Market Incentives 

 Improved Housekeeping Practices

Combustion Sources  Add-On Controls 

 Market Incentives 

 Process Improvement

 Improved Energy Efficiency

Petroleum Operations and Fugitive 

VOC Emissions

 Process Modifications 

 Add-On Controls Systems 

 Market Incentives

 Enhanced Inspection and Maintenance 

 Improved Vapor Recovery Systems 

 Good Management Practices

Multiple Component Sources  Process Modifications and Improvements

 Add-On Controls

 Best Management Practices

 Best Available Control Technology

 Market Incentives

 Energy Efficiency and Conservation

Incentive Programs  Funding

 Investment in Clean Technologies

 Private/Public Partnerships

Educational Programs  Increased Awareness

 Technical Assistance

The following text provides a brief description of the proposed stationary source 8-

hour ozone measures.
Chapter 4: Control Strategy and Implementation

4-25

Coatings and Solvents

The category of coatings and solvents is primarily targeted at reducing VOC 

emissions from these VOC-containing products. This category includes three

proposed control measures that are based on additional emission reductions from 

architectural coatings; miscellaneous coatings, solvents, adhesives and lubricants; 

and mold release products.

CTS-01 – FURTHER VOC REDUCTIONS FROM ARCHITECTURAL 

COATINGS: The District adopted Rule 1113 – Architectural Coatings, in 1977 and 

it has since undergone numerous amendments. This proposed control measure seeks 

to reduce the VOC emissions from large volume coating categories such as flat, nonflat and primer, sealer, undercoaters (PSU) and from phasing out the currently 

exempt use of high-VOC architectural coatings sold in one liter containers or 

smaller. Additional emission reductions could be achieved from the application of 

architectural coatings by use of application techniques with greater transfer 

efficiency. Such transfer efficiency improvements could be achieved through the use 

of a laser paint targeting system, which has been shown to improve transfer 

efficiency on average by 30% over equipment not using a targeting system, 

depending on the size, shape and configuration of the substrate. The proposal is 

anticipated to be accomplished with a multi-phase adoption and implementation 

schedule.

CTS-02 – FURTHER VOC REDUCTIONS FROM MISCELLANEOUS 

COATINGS, ADHESIVES, SOLVENTS, AND LUBRICANTS: This control 

measure seeks VOC emission reductions by focusing on select coating, adhesive, 

solvent and lubricant categories by further limiting the allowable VOC content in 

formulations. Examples of the categories to be considered include but are not limited 

to, coatings used in aerospace applications; adhesives used in a variety of sealing 

applications; solvents for graffiti abatement activities; and lubricants used as 

metalworking fluids to reduce heat and friction to prolong life of the tool, improve 

product quality and carry away debris. Reductions would be achieved by lowering 

the VOC content of the coatings, adhesives and lubricants. For solvents, reductions 

could be achieved with the use of alternative low-VOC products or non-VOC 

product/equipment at industrial facilities. The proposal is anticipated to be 

accomplished with a multi-phase adoption and implementation schedule.
Final 2012 AQMP

4-26

CTS-03 – FURTHER VOC REDUCTION FROM MOLD RELEASE 

PRODUCTS: Metal, fiberglass, composite and plastic products are often 

manufactured using molds which form the product into a particular configuration. 

Mold release agents are used to ensure that the parts, as they are made, can be 

released easily and quickly from the molds. These agents often contain VOC solvent 

carriers and may also contain toxic components like toluene and xylene. Mold 

release products are also used for concrete stamping operations to keep the mold 

from adhering to the fresh concrete. Residential and commercial concrete stamping 

is a rapidly growing industry, and overall VOC emissions are estimated to be 

significant. This control measure seeks to reduce emissions from mold release 

products on metal, fiberglass, composite and plastic products, as well as concrete 

stamping operations, by requiring the use of low-VOC mold release products.

Combustion Sources

This category includes three proposed measures for stationary combustion 

equipment. There is one control measure that further reduces NOx emissions from 

RECLAIM facilities. A second proposed measure seeks a reduction from biogas 

flares, and a third proposed control measure seeks to reduce NOx emissions from 

commercial space heaters. 

CMB-01 – FURTHER NOX REDUCTIONS FROM RECLAIM (PHASE II):

This proposed control measure will seek further reductions of 1-2 tpd in NOx 

allocations by the year 2020. This phase of control is to implement periodic BARCT 

evaluation as required under the state law. If Control Measure CMB-01, RECLAIM 

Phase I, contingency measure emission reductions are not triggered and 

implemented, Phase II will target a cumulative 3-5 TPD of NOx emission reductions, 

which will be incorporated into the 2015 AQMP. The control measure has the ability 

to produce co-benefits in the reduction of PM2.5 and ozone. 

CMB-02 – NOX REDUCTIONS FROM BIOGAS FLARES: There are no sourcespecific rules regulating NOx emissions from biogas flares. Flare NOx emissions are 

regulated through new source review and BACT. This control measure proposes 

that, consistent with the all feasible measures measure, older biogas flares be 

gradually replaced with flares that meet current BACT. Strategies that minimize 

flaring and associated emissions can also be considered as alternative control options. 

CMB-03 – REDUCTIONS FROM COMMERCIAL SPACE HEATING: This 

control measure applies to natural gas-fired commercial space heaters used for 
Chapter 4: Control Strategy and Implementation

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comfort heating. SCAQMD Rule 1111 - NOx Emissions from Natural Gas-Fired 

Fan Type Central Furnaces, regulates space heaters with input rates less than 175,000 

Btu/hr. This measure proposes to establish a NOx emission limit for new space 

heaters for commercial applications, which can be achieved through the use of lowNOx burners or other technologies. 

Petroleum Operations and Fugitive VOC Emissions

This category pertains primarily to operations and materials associated with the 

petroleum, chemical, and other industries. Within this category, there is one 

proposed control measure targeting fugitive VOC emissions with improved leak 

detection and repair. Other proposed measures include reductions from vacuum 

truck venting, and propane transfer and dispensing. 

FUG-01 – VOC REDUCTIONS FROM VACUUM TRUCKS: This control 

measure seeks to reduce emissions from the venting of vacuum trucks. Emissions 

from such operations can be further reduced through the utilization of control 

technologies, including but not limited to, carbon adsorption systems, internal 

combustion engines, thermal oxidizers, refrigerated condensers and liquid scrubbers. 

Additionally, implementation of a leak detection and repair (LDAR) program may 

further reduce fugitive emissions.

FUG-02 - EMISSION REDUCTION FROM LPG TRANSFER AND 

DISPENSING: The District recently adopted Rule 1177 - Liquefied Petroleum Gas 

(LPG) Transfer and Dispensing (June 2012). The rule requires use of low-emission 

fixed liquid level gauges or equivalent alternatives during filling of LPG-containing 

tanks and cylinders, use of low-emission connectors, routine leak checks and repairs 

of LPG transfer and dispensing equipment. The purpose of this control measure is to 

reduce fugitive VOC emissions associated with the transfer and dispensing of LPG 

by expanding rule applicability to include LPG transfer and dispensing at currently 

exempted facilities such as refineries, marine terminals, natural gas processing plants 

and pipeline transfer stations, as well as facilities that conduct fill-by-weight 

techniques.

FUG-03 – FURTHER REDUCTIONS FROM FUGITIVE VOC EMISSIONS: 

This control measure seeks to broaden the applicability of improved leak detection 

and repair (LDAR) programs to remove additional fugitive VOC emissions. Areas 

for further study may include, but are not limited to, Rule 1142 - Marine Vessel Tank 

Operations, and wastewater separators. This control measure would explore the 
Final 2012 AQMP

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opportunity of incorporating a recently developed advanced optical gas imaging 

technology to detect leaks (Smart LDAR) to more easily identify and repair leaks in a 

manner that is less time consuming and labor intensive. Additionally, vapor 

recovery systems are currently required to be 95% control efficient. In an effort to 

further reduce emissions from these operations, this control measure would explore 

opportunities and the feasibility of further improving the collection/control efficiency 

of existing control systems resulting in additional VOC reductions.

Multiple Component Sources

There are a total of three stationary source 8-hour ozone measures proposed in this 

category. The first measure seeks reductions of all feasible measures after such an 

assessment is made. Another measure seeks further emission reductions from 

greenwaste processing, which is chipping and grinding not associated with 

composting. The third measure seeks to minimize emissions during equipment 

startup and shutdown and to reduce emissions by applying the state requirement of 

all feasible control measures.

MCS-01 – APPLICATION OF ALL FEASIBLE MEASURES ASSESSMENT:

This control measure is to address the state law requirement for all feasible measures 

for ozone. Existing rules and regulations for pollutants such as VOC, NOx, SOx and 

PM reflect current best available retrofit control technology (BARCT). However, 

BARCT continually evolves as new technology becomes available that is feasible 

and cost-effective. Through this proposed control measure, the District would 

commit to the adoption and implementation of the new retrofit control technology 

standards. Finally, staff will review actions taken by other air districts for 

applicability in our region.

MCS-02 - FURTHER EMISSION REDUCTIONS FROM GREENWASTE 

PROCESSING (CHIPPING AND GRINDING NOT ASSOCIATED WITH 

COMPOSTING): Chipped or ground greenwaste and/or wood waste has a potential 

to emit VOCs when being stockpiled or land-applied for various purposes. Chipping 

and grinding is a process to mechanically reduce the size of greenwaste and wood 

waste. The District rules currently establish best management practices (BMPs) for 

greenwaste composting and related operations under Rule 1133.1 – Chipping and 

Grinding Activities, and Rule 1133.3 – Greenwaste Composting Operations. During 

rule development, stakeholders raised the need to develop a holistic approach to 

identifying and accounting for emissions from all greenwaste streams and reducing 

potential emissions from greenwaste material handling operations at chipping and 
Chapter 4: Control Strategy and Implementation

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grinding facilities and other related facilities, and not just the ones associated with 

composting operations. This control measure would seek to establish additional Best 

Management Practices (BMPs) for handling processed or unprocessed greenwaste

material by greenwaste processors, haulers, and operators who inappropriately 

stockpile material or directly apply the material to land. The implementation of the 

control measure would be in two phases. First, the existing database would be 

reviewed to refine the greenwaste material inventory, and second, staff would 

potentially develop a rule to incorporate technically feasible and cost-effective BMPs 

or controls.

MCS-03 - IMPROVED START-UP, SHUTDOWN AND TURNAROUND 

PROCEDURES: This proposed control measure seeks to reduce emissions during 

equipment startup, shutdown, and turnaround. Opportunities for further reducing 

emissions from start-up, shut-down and turnaround activities potentially may exist at 

refineries as well as other industries. Examples of possible areas for improvement 

may include best management practices, better engineering and equipment design, 

diverting or eliminating process streams that are vented to flares, and installation of 

redundant equipment to increase operational reliability. This measure will be 

implemented through a two-phase effort to first collect/refine emissions and related 

data and then, based on the data collected, assess viable controls, if appropriate.

Incentive Programs

There are two proposed incentive programs within this category. The first program 

seeks to provide incentives for new and existing facilities to install and operate clean, 

more-efficient combustion equipment beyond what is currently required. The second 

program provides expedited permitting processing and development of applicable 

CEQA documentation if a company manufactures zero or near-zero emission 

technology.

INC-01: ECONOMIC INCENTIVE PROGRAMS TO ADOPT ZERO AND 

NEAR-ZERO TECHNOLOGIES: The primary objective of this measure is to 

develop programs that promote and encourage adoption and installation of cleaner, 

more-efficient combustion equipment with a focus on zero and near-zero 

technologies, such as boilers, water heaters and commercial space heating, through 

economic incentive programs, subject to the availability of public funding. 

Incentives may include grants for new purchases of equipment as well as loan

programs in areas where long-term cost savings from increased efficiency are 

achieved.
Final 2012 AQMP

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INC-02: EXPEDITED PERMITTING AND CEQA PREPARATION 

FACILITATING THE MANUFACTURING OF ZERO AND NEAR-ZERO 

TECHNOLOGIES: This proposed measure is aimed at providing incentives for 

companies to manufacture zero and near-zero emission technologies locally, thus 

populating the market, potentially lowering the purchase cost, and increasing 

demand. With availability and usage of such technologies, air quality benefits will 

be achieved. This proposed measure focuses on two elements: 1) process the 

required air permit(s) in an expedited procedure; and 2) prioritize the preparation, 

circulation and certification of the applicable CEQA document. A stakeholder 

process will be initiated to design the program and collaborate with other existing 

District or local programs.

Educational Programs

There is one proposed educational program within this category. 

EDU-01: FURTHER CRITERIA POLLUTANT REDUCTIONS FROM 

EDUCATION, OUTREACH AND INCENTIVES: This proposed control measure 

seeks to provide educational outreach and incentives for consumers to contribute to 

clean air efforts. Examples include the usage of energy efficient products, new 

lighting technology, ―super compliant‖ coatings, tree planting, and the use of lighter 

colored roofing and paving materials which reduce energy usage by lowering the 

ambient temperature. In addition, this proposed measure intends to increase the 

effectiveness of energy conservation programs through public education and 

awareness as to the environmental effects and benefits from conservation. Finally, 

educational and incentive tools to be used include comparison of energy usage and 

efficiency, social media, public/private partnerships.

Proposed Mobile Source 8-hour Ozone Measures

Depending on the mobile source sector and the proposed control approach, District 

staff analyzed the need to accelerate the penetration of cleaner engine technologies. 

The proposed mobile source 8-hour ozone measures are based upon a variety of 

control technologies that are commercially available and/or technologically feasible 

to implement in the next several years. The focus of these measures includes 

accelerated retrofits or replacement of existing vehicles or equipment, acceleration of 

vehicle turnover through voluntary vehicle retirement programs, and greater use of 

cleaner fuels in the near-term. In the longer-term, in order to attain the federal ozone 

ambient air quality standard, there is a need to increase the penetration and 
Chapter 4: Control Strategy and Implementation

4-31

deployment of near-zero and zero-emission vehicles such as plug-in hybrids, batteryelectric, and fuel cells, even further use of cleaner fuels (either alternative fuels or 

new formulations of gasoline and diesel fuels), and additional emission reductions 

from locomotive and aircraft engines. 

Ten measures are proposed as actions to reduce mobile source emissions and seven 

additional measures are proposed to accelerate the development and deployment of 

near-zero and zero-emission technologies for goods movement related sources and 

off-road equipment. The measures call for greater emission reductions through 

accelerated turnover of older vehicles to the cleanest vehicles currently available and 

increased penetration of commercially-available near-zero and zero-emission 

technologies through existing incentives programs. 

Drawing upon the recent draft ―Vision for Clean Air: A Framework for Air Quality 

and Climate Planning‖ (or Vision), a document produced jointly between the District 

staff, the California Air Resources Board, and the San Joaquin Valley Air Pollution 

Control District, seven measures are proposed to further the development of zeroand near-zero emission technologies for on-road and off-road mobile sources. The 

draft Vision document discusses the need to accelerate deployment of the cleanest 

combustion technologies and zero- and near-zero emission technologies earlier to 

meet federal ambient air quality standards and long-term climate goals. The 

document provides actions for several key transportation sectors and off-road 

equipment. 

Partial-zero and zero-emission technologies are rapidly being introduced into the onroad light- and medium-duty vehicle categories in large part due to the CARB Low 

Emission Vehicle (LEV) and the Zero-Emission Vehicle (ZEV) Regulations. In 

addition, next-generation electric hybrid trucks are being commercialized for lightheavy and medium-heavy heavy-duty on-road vehicles. However, additional 

research and demonstration are needed to commercialize zero- and near-zero 

emission technologies for the heavier heavy-duty vehicles (with gross vehicle weight 

ratings greater than 26,000 lbs.). 

For many of the off-road mobile sources such as locomotives, cargo handling 

equipment, commercial harbor craft, and off-road equipment, some form of ―all zeroemission range‖ is feasible to demonstrate and implement beginning in the latter part 

of this decade. For other sectors such as marine vessels and aircraft, the development 

of cleaner combustion technologies beyond existing emission standards will be 

needed. The Vision document provides a broad discussion of the potential zero- and 
Final 2012 AQMP

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near-zero technologies or cleaner combustion technologies that could be 

demonstrated in the near-term. The potential technologies are discussed further in 

each of the ―ADV‖ measures. A summary of the 17 measures is provided in Table 

4-6.

TABLE 4-6 

List of Adoption/Implementation Dates and Estimated Emission Reductions 

from Mobile Source 8-hour Ozone Measures 

ON-ROAD MOBILE SOURCES

Number Title Adoption Implementation 

Period

Implementing 

Agency

Reduction 

(tpd) by 

2023

ONRD-01 Accelerated Penetration of 

Partial Zero-Emission and ZeroEmission Vehicles [VOC, NOx, 

PM]

N/A Ongoing CARB, 

SCAQMD

TBD a

ONRD-02 Accelerated Retirement of Older 

Light- and Medium-Duty 

Vehicles [VOC, NOx, PM]

N/A Ongoing CARB, Bureau 

of Automotive 

Repair, 

SCAQMD

TBD a

ONRD-03 Accelerated Penetration of 

Partial Zero-Emission and ZeroEmission Light-Heavy- and 

Medium-Heavy-Duty Vehicles 

[NOx, PM]

N/A Ongoing CARB,

SCAQMD

TBD a

ONRD-04 Accelerated Retirement of Older 

On-Road Heavy-Duty Vehicles 

[NOx, PM]

2014 2015-2023 CARB, 

SCAQMD

TBD a,b

ONRD-05 Further Emission Reductions 

from Heavy-Duty Vehicles 

Serving Near-Dock Railyards 

[NOx, PM]

2014 2015-2020 CARB 0.75 [NOx]

0.025 

[PM2.5]
Chapter 4: Control Strategy and Implementation

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TABLE 4-6 (continued)

List of Adoption/Implementation Dates and Estimated Emission Reductions 

from Mobile Source 8-hour Ozone Measures

OFF-ROAD MOBILE SOURCES

Number Title Adoption Implementation 

Period

Implementing 

Agency

Reduction 

(tpd) by 

2023

OFFRD01Extension of the SOON 

Provision for 

Construction/Industrial 

Equipment [NOx]

N/A Ongoing SCAQMD 7.5

OFFRD02Further Emission Reductions 

from Freight Locomotives [NOx, 

PM]

Ongoing 2015 – 2023 CARB, U.S. 

EPA, San Pedro 

Bay Ports

12.7 

[NOx]c

0.32 

[PM2.5] c

OFFRD03Further Emission Reductions 

from Passenger Locomotives 

[NOx, PM]

Ongoing Beginning 2014-

2023

SoCal Regional 

Rail Authority

3.0 [NOx] d

0.06 

[PM2.5] d

OFFRD04Further Emission Reductions 

from Ocean-Going Marine

Vessels While at Berth [NOx, 

SOx, PM]

2014 Ongoing San Pedro Bay 

Ports, CARB, 

SCAQMD

TBD a

OFFRD05Emission Reductions from 

Ocean-Going Marine Vessels 

[NOx]

N/A Ongoing San Pedro Bay 

Ports, CARB, 

U.S. EPA

TBD a

ADVANCED CONTROL TECHNOLOGIES

ADV-01 Actions for the Deployment of 

Zero- and Near-Zero Emission 

On-Road Heavy-Duty Vehicles 

[NOx]

N/A 2012 and on SCAQMD, San 

Pedro Bay Ports, 

CARB, U.S. 

EPA

TBD e

ADV-02 Actions for the Deployment of 

Zero- and Near-Zero Emission 

Locomotives [NOx]

N/A 2012 and on SCAQMD, San 

Pedro Bay Ports, 

CARB, U.S. 

EPA

TBD e

ADV-03 Actions for the Deployment of 

Zero- and Near-Zero Emission 

Cargo Handling Equipment 

[NOx]

N/A 2012 and on SCAQMD, San 

Pedro Bay Ports, 

CARB, U.S. 

EPA

TBD e

ADV-04 Actions for the Deployment of 

Cleaner Commercial Harborcraft 

[NOx]

N/A 2012 and on SCAQMD, San 

Pedro Bay Ports, 

CARB, U.S. 

EPA

TBD e
Final 2012 AQMP

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TABLE 4-6 (concluded)

List of Adoption/Implementation Dates and Estimated Emission Reductions 

from Mobile Source 8-hour Ozone Measures

ADVANCED CONTROL TECHNOLOGIES

Number Title Adoption Implementation 

Period

Implementing 

Agency

Reduction 

(tpd) by 

2023

ADV-05 Actions for the Deployment of 

Cleaner Ocean-Going Marine 

Vessels [NOx]

N/A 2012 and on SCAQMD, San 

Pedro Bay Ports, 

CARB, U.S. 

EPA

TBD e

ADV-06 Actions for the Deployment of 

Cleaner Off-Road Equipment 

[NOx]

N/A 2012 and on SCAQMD, 

CARB, U.S. 

EPA

TBD e

ADV-07 Actions for the Deployment of 

Cleaner Aircraft Engines [NOx]

N/A 2012 and on SCAQMD, 

CARB, FAA, 

U.S. EPA

TBD e

a. Emission reductions will be determined after projects are identified and implemented.

b. Reductions achieved locally in Mira Loma region.

c. Emission reductions provided are updated from the 2007 SIP values reflecting a revised future year 

base emission levels. The reductions are not included in the 2012 AQMP SIP submittal

d. Submitted into the SIP once technically feasible and cost effective options are confirmed.

e. Emission reduction will be quantified after projects are demonstrated.

On-Road Mobile Source Measures

Five on-road mobile source control measures are proposed. The first two measures 

focus on on-road light- and medium-duty vehicles operating in the South Coast Air 

Basin. By 2023, it is estimated that about 12 million vehicles will be operating in the 

Basin. The first measure would implement programs to accelerate the penetration 

and deployment of partial zero-emission and zero-emission vehicles in the light- and 

medium-duty vehicles categories. The second control measure would seek to 

accelerate retirement of older gasoline and diesel powered vehicles up to 8,500 gross 

vehicle weight (GVW). These vehicles include passenger cars, sports utility 

vehicles, vans, and light duty pick-up trucks. 

The remaining three measures focus on heavy-duty vehicles. The first of these 

measures seeks additional emission reductions from the early deployment of partial 

zero-emission and zero-emission light- and medium-heavy-duty vehicles with gross 

vehicle weights between 8,501 pounds to 26,000 pounds. The second control
Chapter 4: Control Strategy and Implementation

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measure for heavy-duty vehicles seeks additional emissions reductions from older, 

pre-2010 heavy-duty vehicles beyond the emission reductions targeted in CARB’s 

Truck and Bus Regulation. Additional emission reductions could be achieved if an 

additional percentage of the oldest, pre-2010 heavy duty vehicles not subject to the 

Truck and Bus Regulation are targeted. The fifth on-road measure seeks emission 

reductions at near-dock railyards through the deployment of zero-emission heavyduty vehicles. District staff is recommending a minimum funding level of $85 

million per year for incentives to implement on-road mobile source measures.

Off-Road Mobile Source Measures

Five control measures that seek further emission reductions from off-road mobile 

sources and industrial equipment are proposed. Transportation sources such as 

aircraft, locomotives, and marine vessels are associated with anticipated economic 

growth not only in the Basin, but also nationwide. These sources are principally 

regulated by federal and state agencies. In addition, certain local actions can result in 

emission reductions beyond the emissions standard setting authority of the state and 

U.S. EPA. The first measure calls for the continuation of the Surplus Off-Road OptIn for NOx (SOON) provision of the statewide In-Use Off-Road Diesel Fleet 

Regulation beyond 2014. The SOON provision implemented to-date has realized 

additional NOx reductions beyond the statewide regulation. The second and third 

measures call for additional emission reductions from freight and passenger 

locomotives. The fourth measure seeks additional emission reductions from oceangoing vessels while at berth. The fifth measure recognizes the efforts that the Ports 

of Los Angeles and Long Beach are implementing to incentivize Tier 2 and Tier 3 

ocean-going vessels to call at the ports. District staff is recommending a minimum 

funding level of $30 million per year for incentives to implement off-road mobile 

source measures.

Actions to Deploy Advanced Control Technologies

Seven additional measures are proposed to deploy the cleanest control technologies 

as early as possible and to foster the development and deployment of near-zero and 

zero-emission technologies. Many of these actions have already begun. However, 

additional research and development will be needed that will lead to commercial 

deployment of control technologies that achieve emission levels below current 

adopted emission standards. Other near-zero and zero-emission technologies that are 
Final 2012 AQMP

4-36

commercially available will require infrastructure development to facilitate their 

deployment. 

The term ―near-zero‖ technology is not defined in these actions. The term’s specific 

meaning could depend on the source category and feasible technologies. The actions 

needed to deploy zero-emission technologies, ―near-zero‖ emission technologies, and 

the next generation of cleaner combustion engines will be discussed in the 

development of the proposed measures and future AQMPs. To initiate the 

development of cleaner engines (either through in-cylinder or after-treatment 

controls or in combination with hybrid systems that lead to further criteria pollutant 

emission reductions), District staff is proposing that optional NOx standards be 

adopted. Having such optional standards will facilitate the early development of 

cleaner technologies and assist to deploy these technologies as soon as possible. 

They would be set by the level of emission reductions commercially achievable in 

the near-term. Several of the technologies to achieve emission levels lower than 

current standards, or zero-emission levels, are currently available and are potentially 

transferrable to various vehicle vocations and in-use applications. However, further 

research and demonstration are needed for many of these technologies to evaluate 

their performance prior to commercialization. Each measure contains a timeline for 

actions to bring about the zero-emission or cleaner technologies.

The District staff, U.S. Department of Energy, U.S. Environmental Protection 

Agency, Federal Aviation Administration, California Air Resources Board, 

California Energy Commission, engine manufacturers, advanced engine control 

developers, and electric hybrid systems developers have been discussing potential 

technologies to further reduce engine exhaust emissions or eliminate exhaust 

emissions entirely. Public forums such as technology symposiums will be used to 

solicit public input on technology development as part of the proposed actions.

The following text provides a brief description of the District staff’s proposed mobile 

source measures: 

ONRD-01 – ACCELERATED PENETRATION OF PARTIAL ZEROEMISSION AND ZERO EMISSION VEHICLES: This measure proposes to 

continue incentives for the purchase of zero-emission vehicles and hybrid vehicles 

with a portion of their operation in an ―all electric range‖ mode. The state Clean 

Vehicle Rebate Pilot (CVRP) program is proposed to continue from 2015 to 2023 

with a proposed funding for up to $5,000 per vehicle. The proposed measure seeks 
Chapter 4: Control Strategy and Implementation

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to provide funding assistance for up to 1,000 zero-emission or partial-zero emission 

vehicles per year.

ONRD-02 – ACCELERATED RETIREMENT OF OLDER LIGHT- AND 

MEDIUM-DUTY VEHICLES: This proposed measure calls for promoting the 

permanent retirement of older eligible vehicles through financial incentives currently 

offered through local funding incentive programs and the AB 118 Enhanced Fleet 

Modernization Program (EFMP). The proposed measure seeks to retire up to 2,000 

older light- and medium-duty vehicles (up to 8,500 lbs gross vehicle weight) per 

year. Funding incentives of up to $2,500 per vehicle are proposed for the scrapping 

of the vehicle, which may include a replacement voucher for a newer or new vehicle.

ONRD-03 – ACCELERATED PENETRATION OF PARTIAL ZEROEMISSION AND ZERO-EMISSION LIGHT-HEAVY- AND MEDIUMHEAVY-DUTY VEHICLES: The objective of the proposed action is to accelerate 

the introduction of advanced hybrid and zero-emission technologies for Class 4 

through 6 heavy-duty vehicles. The state is currently implementing a Hybrid Vehicle 

Incentives Project (HVIP) program to promote zero-emission and hybrid heavy-duty 

vehicles. The proposed measure seeks to continue the program from 2015 to 2023 to 

deploy up to 1,000 zero- and partial-zero emission vehicles per year with up to 

$25,000 funding assistance per vehicle. Zero-emission vehicles and hybrid vehicles 

with a portion of their operation in an ―all electric range‖ mode would be given the 

highest priority. 

ONRD-04 – ACCELERATED RETIREMENT OF OLDER ON-ROAD 

HEAVY-DUTY VEHICLES: This proposed measure seeks to replace up to 1,000 

heavy-duty vehicles per year with newer or new vehicles that at a minimum, meet the 

2010 on-road heavy-duty NOx exhaust emissions standard of 0.2 g/bhp-hr. Given 

that exceedances of the 24-hour PM2.5 air quality standard occur in the Mira Loma 

region, priority will be placed on replacing older diesel trucks that operate primarily 

at the warehouse and distribution centers located in the Mira Loma area. Funding 

assistance of up to $35,000 per vehicle is proposed and the level of funding will 

depend upon the NOx emissions certification level of the replacement vehicle. In 

addition, a provision similar to the Surplus Off-Road Option for NOx (SOON) 

provision of the statewide In-Use Off-Road Fleet Vehicle Regulation will be sought 

to ensure that additional NOx emission reduction benefits are achieved.
Final 2012 AQMP

4-38

ONRD-05 – FURTHER EMISSION REDUCTIONS FROM HEAVY-DUTY 

VEHICLES SERVING NEAR-DOCK RAILYARDS: This proposed control 

measure calls for a requirement that any cargo container moved between the Ports of 

Los Angeles and Long Beach to the nearby railyards (the Intermodal Container 

Transfer Facility and the proposed Southern California International Gateway) be 

with zero-emission technologies. The measure would be fully implemented by 2020 

through the deployment of zero-emission trucks or any alternative zero-emission 

container movement system such as a fixed guideway system. The measure calls for 

CARB to either adopt a new regulation or amend an existing regulation to require 

such deployment by 2020. To the extent the measure can feasibly be extended 

beyond near-dock railyards, this would be considered for adoption by CARB.

OFFRD-01 – EXTENSION OF THE SOON PROVISION FOR 

CONSTRUCTION/INDUSTRIAL EQUIPMENT: This measure seeks to 

continue the Surplus Off-Road Option for NOx (SOON) provision of the statewide 

In-Use Off-Road Fleet Vehicle Regulation beyond 2014 through the 2023 timeframe. 

In order to implement the SOON program in this timeframe, funding of up to $30 

million per year would be sought to help fund the repower or replacement of older 

Tier 0 and Tier 1 equipment, with reductions that are considered surplus to the 

statewide regulation with Tier 4 or cleaner engines.

OFFRD-02 – FURTHER EMISSION REDUCTIONS FROM FREIGHT 

LOCOMOTIVES: The proposed control measure is to meet the commitment in the 

2007 SIP for the accelerated use of Tier 4 locomotives in the South Coast Air Basin. 

The measure calls for CARB to seek further emission reductions from freight 

locomotives through enforceable mechanisms within its authority to achieve 95 

percent or greater introduction of Tier 4 locomotives by 2023.

OFFRD-03 – FURTHER EMISSION REDUCTIONS FROM PASSENGER 

LOCOMOTIVES: This measure recognizes the recent actions by the Southern 

California Regional Rail Authority (SCRRA or Metrolink) to consider replacement 

of their existing Tier 0 passenger locomotives with Tier 4 locomotives. The SCRRA 

adopted a plan that contains a schedule to replace their older existing passenger 

locomotives with Tier 4 locomotives by 2017. More recently, SCRRA released a 

Request for Quotes on the cost of new or newly manufactured passenger locomotives 

with locomotive engines that meet Tier 4 emission levels.
Chapter 4: Control Strategy and Implementation

4-39

OFFRD-04 – FURTHER EMISSION REDUCTIONS FROM OCEAN-GOING 

MARINE VESSELS WHILE AT BERTH: This measure seeks additional 

emission reductions from ocean-going marine vessels while at berth. The actions 

would affect ocean-going vessels that are not subject to the statewide Shorepower 

Regulation or vessel calls that are considered surplus to the statewide regulation. 

The measure seeks at a minimum to have an additional 25 percent of vessel calls 

beyond the statewide regulation to deploy shorepower technologies or alternative 

forms of emissions reduction as early as possible. Such actions could be 

implemented through additional incentives programs or through the San Pedro Bay 

Ports as part of the implementation of the Ports Clean Air Action Plan.

OFFRD-05 – EMISSION REDUCTIONS FROM OCEAN-GOING MARINE 

VESSELS: This measure recognizes the recent actions at the Ports of Los Angeles 

and Long Beach to initiate an incentives program for cleaner ocean-going vessels to 

call at the ports. The program has been initiated as part of the San Pedro Bay Ports 

Clean Air Action Plan. The program will provide financial incentives for cleaner 

Tier 2 and Tier 3 ocean-going vessels to call at the ports. This measure also 

recognizes the need to monitor progress under such programs and augment them as 

necessary to ensure sufficient results. The program will be monitored on annual 

basis and, if necessary, any adjustments to the program will be made.

ADV-01 –ACTIONS FOR THE DEPLOYMENT OF ZERO- AND NEARZERO EMISSION ON-ROAD HEAVY-DUTY VEHICLES: This measure 

would continue the efforts underway to develop zero-emission and near-zero 

emission technologies for on-road heavy-duty vehicle applications. Such 

technologies include, but not limited to, fuel cell, battery-electric, hybrid-electric 

with all electric range, and overhead catenary systems. Hybrid-electric systems 

incorporate an engine powered by conventional fuels or alternative fuels such as 

natural gas. The actions provided in the proposed measure are based on the SCAG 

2012 Regional Transportation Plan. 

ADV-02 –ACTIONS FOR THE DEPLOYMENT OF ZERO- AND NEARZERO EMISSION LOCOMOTIVES: This measure calls for the development 

and deployment of zero-emission and near-zero emission technologies for 

locomotives. Such technologies include overhead catenary systems, hybrid 

locomotives that have some portion of their operation in an ―all electric range‖ mode, 

and alternative forms of external power such as a battery tender car. The actions 

provided in the proposed measure are based on the SCAG 2012 Regional 
Final 2012 AQMP

4-40

Transportation Plan. The zero-emission technologies could apply to freight and 

passenger locomotives.

ADV-03 –ACTIONS FOR THE DEPLOYMENT OF ZERO- AND NEARZERO EMISSION CARGO HANDLING EQUIPMENT: This measure 

recognizes the actions underway to develop and deploy zero- and near-zero emission 

technologies for various cargo handling equipment. The San Pedro Bay Ports are 

currently demonstrating battery-electric yard tractors. In addition, battery-electric, 

fuel cell, and hybridized systems could be deployed on smaller cargo handling 

equipment. In addition, the use of alternative fuels for conventional combustion 

engines could potentially result in greater emissions benefits.

ADV-04 –ACTIONS FOR THE DEPLOYMENT OF CLEANER 

COMMERCIAL HARBORCRAFT: Several commercial harbor craft operators 

have begun deployment of hybrid systems in their harbor craft to further reduce 

criteria pollutant emissions and improve fuel efficiency. Other cleaner technologies 

include the use of alternative fuels, retrofit of existing older marine engines with 

selective catalytic converters, and diesel particulate filters. This measure recognizes 

several efforts between the District and the Ports of Los Angeles and Long Beach to 

further demonstrate control technologies that could be deployed on commercial 

harbor craft that could go beyond the statewide Harbor Craft Regulation.

ADV-05 –ACTIONS FOR THE DEPLOYMENT OF CLEANER OCEANGOING MARINE VESSELS: The Ports of Los Angeles and Long Beach, CARB, 

and the District have sponsored research and demonstration of various control 

technologies to further reduce emissions from ocean-going vessels. In addition, the 

San Pedro Bay Ports Clean Air Action Plan contains a measure to further 

demonstrate such technologies on ocean-going vessels. This measure recognizes 

many of these efforts and the need to further demonstrate retrofit technologies on 

existing ocean-going vessels. 

ADV-06 –ACTIONS FOR THE DEPLOYMENT OF CLEANER OFF-ROAD 

EQUIPMENT: The District, Mobile Source Air Pollution Reduction Review 

Committee (MSRC), and CARB have been conducting an off-road ―showcase‖ 

program for retrofit technologies to further reduce emissions from older off-road 

equipment. In addition, several major off-road engine manufacturers are 

investigating the potential use of hybrid systems to further reduce criteria pollutant 

and greenhouse gas emissions. Potential advanced technologies include hybrid 

systems that utilize batteries, fuel cells, or plug-in capabilities, which could result in 
Chapter 4: Control Strategy and Implementation

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lower emissions compared to Tier 4 emission levels when combined with future Tier 

4 compliant engines. The measure is implemented by the District, CARB and U.S. 

EPA.

ADV-07 –ACTIONS FOR THE DEPLOYMENT OF CLEANER AIRCRAFT 

ENGINES: This measure recognizes the efforts of the Federal Aviation 

Administration’s Continuous Lower Energy, Emissions and Noise (CLEEN) 

Program. The goal of the CLEEN Program is the development of new aircraft 

engines that potentially can be up to 60 percent cleaner in NOx emissions than 

current aircraft engines. The actions under this measure are to continue the 

development of cleaner aircraft engines and work with the airlines and local airport 

authorities to develop mechanisms to route the cleanest aircraft to serve the South 

Coast Air Basin.

DISTRICT’S SIP EMISSION REDUCTION COMMITMENT 

The SIP commitment of the Final 2012 AQMP is structured into two components. 

Reductions from adopted rules and reductions from the 2012 AQMP control 

measures are divided into commitments for the 24-hr PM2.5 SIP and the 8-hour 

ozone SIP. Taken together, these reductions are relied upon to demonstrate 

expeditious progress and attainment of the federal 24-hr PM2.5 standard, and 

implemented to reduce the black box commitment for the 8-hour ozone standard. 

The following sections first describe the methodology for SIP emission reduction 

calculations and the creditable SIP reductions, then describe what procedures will be 

followed to ensure fulfillment of the commitment.

SIP Emission Reduction Tracking

For purposes of tracking progress in emission reductions, the baseline emissions for 

the year 2014 (annual average) and 2023 (planning inventory) in the Final 2012 

AQMP will be used, regardless of any subsequent new inventory information that 

reflects more recent knowledge. This is to ensure that the same ―currency‖ is used in 

measuring progress as was used in designing the Plan. This will provide a fair and 

equitable measurement of progress. Therefore, it makes no difference whether 

progress is measured by emission reductions or remaining emissions for a source 

category. However, the most recent emission inventory information at the time of 

rule development will continue to be used for calculating reductions, and assessing 

cost-effectiveness and socioeconomic impacts of the proposed rule. Therefore, for 
Final 2012 AQMP

4-42

future rulemaking activity, both the most recent and AQMP inventories will be 

reported.

Any non-mandatory emissions reductions achieved beyond the existing District 

regulations are creditable only if they are also SIP-enforceable. Therefore, in certain 

instances, the District may have to adopt regulations to reflect the existing industry 

practices in order to claim SIP reduction credit, with the understanding that there may 

not be additional reductions beyond what has already occurred. Exceptions can be 

made where reductions are real, quantifiable, surplus to the Final 2012 AQMP 

baseline inventories, and enforceable through other State and/or federal regulations. 

Also, any emissions inventory revisions, which have gone through a peer review and 

public review process, can also be SIP creditable.

Reductions from Adopted Rules

A number of control measures contained in the 2007 AQMP have been adopted as 

rules. These adopted rules and their projected emission reductions become 

assumptions in developing AQMP’s future year inventories. Although they are not 

part of the control strategy in the Final 2012 AQMP, continued implementation of 

those rules is essential in achieving clean air goals and maintaining the attainment 

demonstration. Table 1-2 of Chapter 1 lists the rules adopted by the District since the 

adoption of the 2007 AQMP and their expected emission reductions. 

Reductions from District’s Stationary Source Control Measures 

For purposes of implementing an approved SIP, the District is committed to adopt 

and implement control measures that will achieve, in aggregate, emission reductions 

specified in Tables 4-7 and 4-8 to demonstrate expeditious implementation of 

measures toward meeting the federal 2006 24-hr PM2.5 standard and the 1997 8-hour 

ozone standard, respectively. Emission reductions achieved in excess of the amount 

committed to in a given year can be applied to the emission reduction commitments 

of subsequent years. The District is committed to adopt the control measures in 

Tables 4-2 and 4-4 unless these measures or a portion thereof are found infeasible 

and other substitute measures that can achieve equivalent reductions in the same 

adoption or implementation timeframes are adopted. Findings of infeasibility will be 

made at a regularly scheduled meeting of the District Governing Board with proper 

public notification. For purposes of the SIP commitment, infeasibility means that the 

proposed control technology is not reasonably likely to be available by the 
Chapter 4: Control Strategy and Implementation

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implementation date in question, or achievement of the emission reductions by that 

date is not cost-effective. It should be noted that the reductions in Tables 4-7 and 4-

8 are committed only to the extent needed to achieve attainment by 2014 and if any 

substitution is needed, the alternative measures will need to achieve the same 

emission reductions or air quality benefit. The District acknowledges that this 

commitment is enforceable under Section 304(f) of the federal Clean Air Act. U.S.

EPA will not credit SIP reductions unless the control measures are adopted and 

approved into the SIP at the time of their action on the plan.

Adoption and Implementation of District’s Stationary Source Control Measures

As a partial response to concerns raised by the regulated community that costly 

controls may be required to meet the SIP obligations, the District proposes to 

establish a threshold of $16,500 per ton of VOC and $22,500 per ton of NOx 

reduction for tiered levels of analysis. Specifically, proposed rules with an average 

cost-effectiveness above the threshold will trigger a more rigorous average costeffectiveness, incremental cost-effectiveness, and socioeconomic impact analysis. A 

public review and decision process will be instituted to seek lower cost alternatives. 

In addition, the District staff, with input from stakeholders, will attempt to develop 

viable control alternatives within the industry source categories that a rule is intended 

to regulate. If it is determined that control alternatives within the industry source 

category are not feasible, staff will perform an evaluation of the control measure as 

described in the next paragraph. Viable alternatives shall be reviewed by the District 

Governing Board at a public meeting no less than 90 days prior to rule adoption and 

any needed direction will be given back to staff for further analysis. During this 

review process, incremental cost-effectiveness scenarios and methodology will be 

specified, and industry-specific affordability issues will be identified as well as 

possible alternative control measures. The District Governing Board may adopt the 

original or an alternative that is consistent with state and federal law. In addition, 

staff shall include in all set hearing items a notification that proposed rules do or do 

not exceed the cost threshold.

Adoption and Implementation of Alternative/Substitute Measures

Under the Final 2012 AQMP, the District will be allowed to substitute District 

stationary source measures in Tables 4-2 and 4-4 with other measures, provided the 

overall equivalent emission reductions by the adoption and implementation dates in 

Tables 4-2 and 4-4 are maintained and the applicable measure in Tables 4-2 and 4-4 

is deemed infeasible. In order to provide meaningful public participation, when new 
Final 2012 AQMP

4-44

control concepts are introduced for rule development, the District is committed to 

provide advanced public notification beyond its regulatory requirements (i.e., through 

its Rule Forecast Report). The District will also report quantitatively on the AQMP’s 

implementation progress annually at its regularly scheduled Governing Board 

meetings. Included in the reports will be any new control measures being proposed 

or measures, or portions thereof, that have been found to be infeasible and the basis 

of such finding. In addition, at the beginning of the year, any significant emission 

reduction related rules to be considered would be listed in the Board’s Rule Forecast 

Report. Upon any finding of a new feasible control measure to substitute for a 

measure deemed infeasible, rule development will be completed no later than 12 

months from the adoption date of the control measure substituted, and 

implementation of the new measure will occur no later than two years from the final 

implementation date of the measure substituted. The existing rule development 

outreach efforts such as public workshops, stakeholder working group meetings or 

public consultation meetings will continue to solicit public input. In addition, if 

additional technical analysis, including source testing, indicates that actual emissions 

are less than previously estimated, the reductions would then be creditable toward 

SIP commitments. In order for reductions from improved emission calculation 

methodologies to be SIP creditable, a public review process will also be instituted to 

solicit comments and make appropriate revisions, if necessary.
Chapter 4: Control Strategy and Implementation

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TABLE 4-7 

24-Hr PM2.5 SIP Basin-wide Emission Reductions Commitment 

to be Achieved through the District’s Regulatory Programs 

(2014, Average Annual Day, tons per day) 

YEAR VOC PM2.5 NOx SOx

Based on 

Adoption 

Date

Based on 

Imple. 

Datea

Based on 

Adoption 

Date

Based on 

Imple. 

Datea

Based on 

Adoption 

Date

Based on 

Imple. 

Datea

Based on 

Adoption 

Date

Based on 

Imple. 

Datea

2013 --- --- 11.7b--- --- --- --- ---

2014 --- --- --- 11.7b--- --- --- ---

TOTAL 11.7b11.7b

a

Represents the final, full implementation date; typically a rule contains multiple implementation dates.

b

Represents winter episodic emissions.

TABLE 4-8

2007 Ozone SIP Emission Reductions Commitment to be Achieved Through the District’s 

Stationary and Mobile Source Regulatory Programs

(2023, Planning Inventory, tons per day) 

YEAR VOC NOx

Based on 

Adoption Date

Based on 

Implementation Datea

Based on 

Adoption Date

Based on 

Implementation Datea

2013 --- --- 7.5 ---

2014 0.80 --- --- ---

2015 1 --- 3 ---

2016 4 0.8 0.2 ---

2017 --- 1 --- ---

2018 --- 2 --- 0.2

2019 --- --- --- ---

2020 --- 2 --- 3

2021 --- --- --- ---

2022 --- --- --- ---

2023 --- --- --- 7.5

TOTAL 5.8 5.8 10.7 10.7

a

Represents the final, full implementation date; typically a rule contains multiple implementation dates.
Final 2012 AQMP

4-46

TABLE 4-9

Emission Reductions Commitment to be Achieved Through CARB’s Regulatory Programs 

(2023, Planning Inventory, tons per day) 

YEAR NOx

Based on 

Adoption Date

Based on 

Implementation Datea

2013 ---

2014 0.75 ---

2015 --- ---

2016 --- ---

2017 --- ---

2018 --- ---

2019 --- ---

2020 --- 0.75

2021 --- ---

2022 --- ---

2023 ---

TOTAL 0.75 0.75

a

Represents the final, full implementation date; typically a rule contains multiple implementation dates.

OVERALL EMISSION REDUCTIONS

A summary of emission reductions for the proposed control measures for the years 

2014 and 2023 is provided in Tables 4-10 through 4-11. These reductions reflect the 

emission reductions associated with implementation of control measures under local, 

State, and federal jurisdiction. Emission reductions represent the difference between 

the projected baseline and the remaining emissions. Table 4-10 identifies projected 

reductions based on the annual average inventory for directly emitted PM2.5 and its 

precursors (NOx, and SOx), and VOC for basin-wide stationary and mobile control 

measures. It represents the level of control needed to achieve the federal 2006 24-hr 

PM2.5 standard by 2014. For attainment of the 1997 ozone standard by 2023, Table 

4-11 identifies projected reductions based on the summer planning inventory for 

VOC and NOx emissions as an ongoing effort to reduce reliance on the Section 

182(e)(5) measures in the 2007 AQMP. 
Chapter 4: Control Strategy and Implementation

4-47

TABLE 4-10

Emission Reductions for 2014 Based on Average Annual Emissions Inventory 

(tons per day)

SOURCES VOC NOx SOx PM2.5

Year 2014 Baseline1451 506 18 70

Adjustments to Baseline20.28 16 --- 0.46

Emission Reductions:

Stationary Sources --- --- --- 12 3

Mobile Sources --- --- --- ---

TOTAL Reductions (all 

measures)

--- --- --- 12 3

2014 Remaining Emissions 451 490 18 58

1 Emission assumptions from SCAG’s 2012 Regional Transportation Plan are already reflected in the AQMP 

baseline, including TCMs.

2Emissions reductions from executed contracts under mobile source incentive programs (Proposition 1B, Carl 

Moyer, AB1493) 

3Based on episodic winter day.

TABLE 4-11

Emission Reductions for 2023 Based on

Summer Planning Inventory (tons per day)

SOURCES VOC NOx

Year 2023 Baseline1438 319

Emission Reductions:

Stationary Sources 6 3

Mobile Sources --- 8

TOTAL Reductions (all 

measures)

6 11

2023 Remaining Emissions 432 308

1 Emission assumptions from SCAG’s 2012 Regional Transportation Plan are already reflected in the AQMP 

baseline, including TCMs.

IMPLEMENTATION

Achieving clean air objectives requires the effective and timely implementation of 

the control measures. Similar to approaches taken by previous AQMPs, the SIP 

commitment is to bring each control measure for regulatory consideration in a 

specified time frame. The time frame is based on the ability to implement certain 
Final 2012 AQMP

4-48

control strategies that will result in the reductions necessary to demonstrate 

attainment by the required attainment date. There is a commitment to achieve a total 

emission reduction target, with the ability to substitute for control measures deemed 

infeasible, so long as equivalent reductions are met by other means. These measures 

are also designed to satisfy the federal Clean Air Act requirement of Reasonably 

Available Control Technologies [Section 172(c)], and the California Clean Air Act 

requirement of Best Available Retrofit Control Technologies (BARCT) [Health and 

Safety Code Section 40440(b)(1)]. 

The adoption and implementation schedule of the control measures proposed in the 

Final 2012 AQMP can be found in Tables 4-2, 4-4 and 4-6. Multiple agencies are 

necessary for implementation of the mobile source ozone measures in Table 4-6. 

This section describes each agency’s area of responsibility. 

Responsible Agencies

Implementation of the control strategies requires a cooperative partnership of 

governmental agencies at the federal, state, regional and local level. These agencies 

form the four cornerstones from which implementation programs will evolve. 

At the federal level, the U.S. EPA and sometimes other agencies are charged with 

reducing emissions from federally controlled sources such as commercial aircraft, 

trains, marine vessels, and other sources. At the state level, CARB is primarily 

responsible for reducing emissions from motor vehicles and consumer products. 

At the regional level, the District is responsible for the overall development and 

implementation of the AQMP. The District is specifically authorized to reduce the 

emissions from stationary, point, and some area sources such as coatings and 

industrial solvents. Emission reductions are also sought through funding programs 

designed to accelerate vehicle turnover and the purchase of cleaner vehicles. In 

addition, the District regulates indirect sources under Health and Safety Code 

Sections 40716 (a)(1) and 40440(b)(3). As a means of achieving further emission 

reductions, the District may seek additional authority to regulate sources that have 

not been completely under the District’s jurisdiction in the past such as marine 

vessels, consumer products, and other on-road and off-road sources. The District 

implements its responsibilities with participation from the regulated community 

through an extensive rule development and implementation program. This approach 

maximizes the input of those parties affected by the proposed rule through 

consultation meetings, public workshops, and ongoing working groups.
Chapter 4: Control Strategy and Implementation

4-49

At the regional level, the Southern California Association of Governments (SCAG) 

assists sub-regional and local governments in playing a formative role in the air 

quality elements of transportation planning. In addition, local governments serve an 

important role in developing and implementing the transportation control measures 

that are included in the Final 2012 AQMP. SCAG is responsible for providing the 

socioeconomic forecast (e.g., population and growth forecasts) upon which the Plan 

is based. SCAG also provides assessments for conformity of regionally significant 

transportation projects with the overall Plan and is responsible for the adoption of the 

Regional Transportation Plan (RTP) and the Regional Transportation Improvement 

Program (RTIP) which include growth assumptions and transportation improvement

projects that could have significant air quality impacts, and transportation control 

measures as required by the CAA. 

Table 4-12 list the responsibilities of the key agencies involved in the implementation 

of the 2012 AQMP.

TABLE 4-12

Agencies Responsible for Implementation

of the 2012 AQMP for the South Coast Air Basin

AGENCY PRINCIPAL RESPONSIBILITIES

U.S. EPA  Mobile vehicle emission standards;

 Airplanes, trains, and ships;

 New off-road construction & farm equipment below 175 hp

CARB  On-road/Off-road vehicles (emission standards and in-use fleets as 

authorized under Section 209(e) of the Clean Air Act)

 Motor vehicle fuels; 

 Consumer products

SCAQMD  Stationary (e.g., industrial/commercial) and area sources;

 Indirect sources;

 Certain mobile sources (e.g., in-use fleet regulations, incentives for 

accelerated vehicle turnover, reduction in average vehicle ridership, etc.)

SCAG  Conformity assessments for Regional Transportation Plan and other 

transportation projects;

 Regional Transportation Improvement Program;

 Transportation Control Measures

Local 

Government

 Transportation and local government actions (i.e., land use approvals & 

ports); 

 Transportation facilities