San Joaquin Valley Unified Air Pollution Control District April 16, 2015

Chapter 7: Attainment Strategy 

2015 Plan for the 1997 PM2.5 Standard 

Chapter 7

Attainment	Strategy	

2015 Plan for the 1997 PM2.5 Standard

SJVUAPCD	

 

 
San Joaquin Valley Unified Air Pollution Control District April 16, 2015

Chapter 7: Attainment Strategy 

2015 Plan for the 1997 PM2.5 Standard 

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7-1 Chapter 7: Attainment Strategy 

2015 Plan for the 1997 PM2.5 Standard 

Chapter 7: Attainment Strategy 

7.1 COMPREHENSIVE REGULATORY CONTROL STRATEGY 

The San Joaquin Valley Air Pollution Control District (District) has implemented a 

comprehensive regulatory control strategy for over twenty years. Since 1992, the 

District has adopted over 600 rules and amendments to implement this aggressive 

control strategy. Many current rules are fourth or fifth generation, meaning that they 

have been revised and emission limits have been lowered, as new emission control 

technology has become available and cost-effective. 

Air quality improvements in the San Joaquin Valley (Valley) document the success of 

the District’s innovative and effective rules. The District’s regulatory authority is limited 

to stationary sources and some area-wide sources, and the District’s stringent and 

innovative rules on these sources, such as those for residential fireplaces, glass 

manufacturing, and agricultural burning, have set benchmarks for California and the 

nation. States and the federal government, unlike the District, have the authority to 

directly regulate tailpipe emissions from mobile sources. California Air Resources 

Board (ARB) has adopted tough regulations for heavy-duty trucks, off-road equipment, 

and other mobile sources. However, the District has also adopted innovative 

regulations such as the Indirect Source Review and Employer-based Trip Reduction 

rules to reduce emissions from mobile sources within the District’s limited jurisdiction 

over these sources. 

The District’s and ARB’s rules already guarantee that emissions will continue to be 

reduced over the coming years. New commitments identified in this plan combined with 

other control strategies discussed in Appendices C through E will provide necessary 

emissions reductions to complement those already being achieved and contribute to 

PM2.5 air quality improvements in the Valley. 

7.1.1 District Regulations Contributing to Continued PM2.5 Improvement 

The District’s current rules and regulations reflect technologies and methods that are far 

beyond minimum required control levels. In December 2010, ARB determined that, 

based on the District’s State Implementation Plans (SIP) and the evaluation of control 

feasibility in all rulemaking actions, the District has undertaken all feasible measures to 

reduce nonattainment air pollutants from sources within the District’s jurisdiction and 

regulatory control.1

 This determination considered all air pollution controls and 

standards applicable to all source categories under the District’s authority based on 

maximum reductions achievable as well as technological, social, environmental, energy 

and economic factors, including cost-effectiveness.2

 

The aggressive regulations already adopted under previous attainment plans also serve 

as control measures for this 2015 Plan for the 1997 PM2.5 Standard (2015 PM2.5 

 

1

 ARB Executive Order G-10-126. (2010, December 10), required under California Health and Safety Code §40612. 2

 California Administrative Code, Title 17 §70600(a)(1). (2012) 
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7-2 Chapter 7: Attainment Strategy 

2015 Plan for the 1997 PM2.5 Standard 

Plan). These adopted regulations will dramatically reduce directly emitted PM2.5 and 

PM2.5 precursor (NOx and SOx) emissions as they are fully implemented over the next 

few years, greatly contributing to the Valley’s progress toward attainment of the 1997 

PM2.5 standard. 

EPA prefers reliance on control measures that have already been adopted over ones 

that have yet to be approved. EPA has gone so far as to disapprove attainment plans 

that demonstrated an over-reliance on unapproved measures. As such, the recognition 

of recently adopted and implemented District and ARB control measures is an important 

component of this plan. 

Table 7-1 and the discussion that follows summarizes adopted District rules achieving 

new emissions reductions after 2012, the base year for this plan. However, even pre2012 emissions reductions, such as those achieved through the District’s Conservation 

Management Practices (CMP) rule (Rule 4550) and Regulation VIII (Fugitive PM10 

Prohibitions) will continue to contribute to the Valley’s progress toward attainment of the 

1997 PM2.5 standard. 

Table 7-1 District Regulations Contributing to Attainment of PM2.5 NAAQS 

Rule 

# Adopted District Rule Last Adoption/ Amendment Date 

4307 Boilers, Steam Generators, and Process Heaters—2.0 

MMBtu/hr to 5.0 MMBtu/hr 5/19/11 

4308 Boilers, Steam Generators, and Process Heaters—0.075 

MMBtu/hr to less than 2.0 MMBtu/hr 11/14/13 

4311 Flares 6/18/09 

4320 Advanced Emission Reduction Options for Boilers, Steam 

Generators, and Process Heaters Greater than 5.0 MMBtu/hr 10/16/08 

4354 Glass Melting Furnaces 5/19/11 

4702 Internal Combustion Engines 8/18/11 

4703 Stationary Gas Turbines 9/20/07 

4901 Wood Burning Fireplaces and Wood Burning Heaters 9/18/14 

4902 Residential Water Heaters 3/19/09 

4905 Natural Gas-Fired, Fan-Type Central Furnaces 1/22/15 

9310 School Bus Fleets 9/21/06 

9410 Employer-based Trip Reduction 12/17/09 

Rule 4307 Boilers, Steam Generators, and Process Heaters 2 to 5 MMBtu/hr 

Rule 4307 is the most stringent rule in the country for controlling emissions from fuel 

combustion-producing heat and energy for manufacturing and processing purposes. 

Emissions from these units are generally controlled through either combustion 

modification or exhaust gas treatment. Recent amendments strengthened the rule by 

removing some exemptions, imposing NOx limits of 9 or 12 ppmv for new and 

replacement units, and adding a menu approach for particulate matter control that 

includes SOx controls. While offering affected businesses cost-effective compliance 
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options, this rule will generate 3.36 tpd of NOx reductions by the final compliance 

deadline in 2015. 

Rule 4308 Boilers, Steam Generators, and Process Heaters 0.075 to < 2 

MMBtu/hr 

Adopted in 2005 and amended in 2009 and 2013 to include more stringent NOx limits, 

Rule 4308 controls emissions from boilers, steam generators, and process heaters in 

the size range of 0.075 to less than 2 MMBtu/hr. The District amended this rule through 

an extensive public process involving the public and other air districts to receive 

feedback on what emissions limits were feasible and would provide for the greatest 

emissions reductions. As a point-of-sale rule, emissions are reduced when consumers 

replace older units with new, low-NOx units as of the January 1, 2015, compliance date. 

Rule 4311 Flares 

Amended on June 18, 2009, Rule 4311 controls emissions from industrial flares used at 

oil and gas production facilities, sewage treatment plants, waste incineration and 

petroleum refining operations. The 2009 amendments require flare operators to submit 

flare minimization plans, perform additional monitoring and record keeping, submit 

reports of planned and unplanned flaring activities to the District, and meet petroleum 

refinery SO2 performance targets. When fully implemented in 2017, this rule is 

expected to reduce SOx emissions by 0.06 tpd. The District completed a further study 

that analyzed data from FMPs, annual monitoring reports, reportable flaring events 

reports, and made that study available on the District web page. The District continues 

to review research literature, federal regulations and guidance information, flare 

minimization plans, and emissions data to continue to search for potential opportunities 

to reduce emissions from these control and safety devices. 

Rule 4320 Boilers, Steam Generators, and Process Heaters > 5 MMBtu/hr 

The District adopted Rule 4320 in 2008, with multiple generations of Rules 4305 and 

4306 preceding this rule to regulate this source category. This rule is the most stringent 

rule in the nation for controlling emissions from fuel combustion-producing heat and 

energy for manufacturing and processing purposes, and it is equivalent to BACT 

standards for this source category. Facilities generally control emissions from these 

sources through combustion modification or exhaust gas treatment. This rule and the 

2005 amendment of Rule 4306 will reduce 3.5 tpd of NOx and 3.6 tpd of SOx as of the 

final implementation date in 2014. Rule 4306 generated 0.2 tpd of NOx reductions with 

the 2005 rule amendment, assuming 25% of the food industry took advantage of the 

enhanced NOx limits option put into the rule. The remaining 3.3 tpd of NOx reductions 

and 3.6 tpd of SOx reductions are achieved from the 2008 adoption of Rule 4320. 

Rule 4354 Glass Melting Furnaces

District Rule 4354, adopted in 1994 and subsequently amended six times, is one of the 

most stringent rules in the nation for controlling NOx, SOx, and PM emissions from 

industrial glass manufacturing plants that make flat glass (window and automotive 

windshields), container glass (bottles and jars), and fiberglass (insulation). Recent 

amendments include more stringent NOx emission limits based on BACT level controls 
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for container glass, fiberglass, and flat glass. The rule gives special consideration to 

container glass and fiberglass manufacturers who use 30% post-consumer materials 

under the state glass recycling regulations. The rule also includes a technology forcing 

limit for flat glass furnaces. As a result of this stringent prohibitory rule and continuing 

efforts on behalf of this industry to reduce emissions, the Valley’s glass melting furnaces 

use low-NOx firing technology. With compliance deadlines through January 1, 2014, this 

rule reduced an additional 3.28 tpd of NOx emissions, 1.12 tpd of SOx emissions, and 

0.11 tpd of PM2.5 emissions. 

Rule 4702 Internal Combustion Engines 

The District has amended Rule 4702 four times since 2005 to implement stringent NOx 

limits for agricultural operations engines, implement more stringent NOx limit for nonagricultural operations engines, and to extend rule applicability to units with 25–50 

brake horsepower (bhp). With multiple generations of rule amendments, Rule 4702 is 

the most stringent rule in the nation for this source category. Facilities generally control 

NOx emissions that result from the fuel combustion of internal combustion engines with 

advanced technologies, such as selective non-catalytic reduction and selective catalytic 

reduction. 

Rule 4703 Stationary Gas Turbines 

The District last amended Rule 4703 in September 2007 to reduce the NOx limits for 

existing stationary gas turbines that are 10 megawatts (MW) or less. This amendment 

achieved additional NOx emissions reductions from turbines used for cogeneration of 

electrical energy and steam for thermally enhanced oil recovery operations in the 

Valley. This rule equals or exceeds the most stringent source control of any air district 

in California by requiring BACT at these facilities. The District designed compliance 

schedules to allow reasonable time for completing modification and retrofit actions 

during scheduled overhauls of the gas turbines. The latest rule amendment achieves 

an additional 2.2 tpd of NOx reductions as of January 2012, the full implementation and 

compliance deadline. 

Rule 4901 Wood-Burning Fireplaces and Wood-Burning Heaters 

The District amended Rule 4901 in September 2014, two years ahead of the deadline in 

the 2012 PM2.5 Plan commitment to reduce the wood-burning curtailment threshold, 

and provide public health benefits where they are needed most, in neighborhoods. 

Through this rule and the District’s corresponding Check-Before-You-Burn program, the 

District prohibits use of wood-burning fireplaces and wood-burning heaters in areas with 

natural gas service when air quality is forecast to be above 20 μg/m3 of PM2.5. The 

District’s Burn Cleaner incentive program combined with the tiered compliance 

thresholds in Rule 4901 allowing additional burn days for homes with District registered 

EPA-certified devices encourage the transition from high-polluting devices and open 

hearth fireplaces to cleaner alternatives. Rule amendments will reduce PM2.5 

emissions beyond those committed to in the District’s 2012 PM2.5 Plan. 
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Rule 4902 Residential Water Heaters 

The District adopted Rule 4902 on July 17, 1993 to control NOx emissions from natural 

gas-fired residential water heaters with heat input rates less than or equal to 75,000 

Btu/hr by enforcing NOx emissions limit of 40 nanograms of NOx per Joule of heat 

output (ng/J). The District amended Rule 4902 in 2009 to strengthen the rule by 

lowering the limit to 10 ng/J for new or replacement water heaters and to a limit of 14 

ng/J for instantaneous water heaters. Retailer compliance dates ranged from 2010 to 

2012, depending on the unit type. On and after the applicable compliance date, 

retailers have been required to sell only units complying with the new limits. As a pointof-sale rule, compliant units will be installed as the older units are replaced through 

attrition. The rule has controlled NOx emissions by approximately 88% for this source 

category. The 2009 amendments reduced an additional 0.5 tpd of NOx. 

Rule 4905 Natural Gas-Fired, Fan-Type Residential Central Furnaces 

Rule 4905 was adopted in 2005 to establish NOx limits for residential central furnaces 

supplied, sold, or installed in the Valley with a rated heat input capacity of less than 

175,000 Btu/hour. The rule was most recently amended on January 22, 2015 to lower 

the NOx emission limit for residential units from 40 ng/J to 14 ng/J and to expand the 

applicability to include NOx emission limits of 14 ng/J for non-residential units and 40 

ng/J for units installed in manufactured homes. The NOx emission limit for units 

installed in manufactured homes will be lowered to 14 ng/J in 2018. As a point-of-sale 

rule, emissions are reduced when consumers replace older units with newer, low-NOx 

units as of the compliance dates corresponding to each unit type: February 1, 2015 for 

units installed in manufactured homes; April 1, 2015 for all other condensing units; 

October 1, 2015 for non-condensing units; October 1, 2016 for weatherized units; and 

October 1, 2018 for the 14 ng/J limit for units installed in manufactured homes. Rule 

4905 will achieve 1.87 tpd of NOx reductions by 2020 and 3.65 tpd of NOx reductions 

by full implementation in 2036, based on an average equipment life of 20 years. 

Rule 9310 School Bus Fleets 

The District adopted Rule 9310 in September 2006 to limit NOx, PM, and diesel toxic air 

contaminants from school bus fleets. Diesel-fueled school bus fleet operators must 

replace or retrofit all of their school buses to meet the applicable ARB and EPA 

emission standards for engines by 2016. The rule also requires all existing gasoline or 

alternative-fueled school buses and any diesel school buses manufactured after 

October 1, 2002 to be operated according to manufacturer specifications and, if 

replaced, shall meet all applicable ARB and EPA current-year emissions standards for 

the year of delivery of that school bus engine and fuel type. 

Rule 9410 Employer-Based Trip Reduction (eTRIP Rule) 

The goal of the eTRIP Rule is to reduce single-occupancy-vehicle work commutes. The 

eTRIP Rule requires the Valley’s larger employers, representing a wide range of locales 

and sectors, to select and implement workplace measures that make it easier for their 

employees to choose ridesharing and alternative transportation. Because of the 

diversity of employers covered by the eTRIP Rule, the rule was built with a flexible, 

menu-based approach. Using the Employer Trip Reduction Implementation Plan 
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(eTRIP), employers choose from a list of measures, each contributing to a workplace 

that encourages employees to reduce their dependence on single-occupancy vehicles. 

Each eTRIP measure has a point value, and employer eTRIPs must reach specified 

point targets for each strategy over a phased-in compliance schedule (2010 – 

2015). The District has continually provided employer assistance through training, 

guidance materials, promotional information, and online reporting options. Upon full 

implementation, the eTRIP Rule will reduce NOx and VOC emissions from passenger 

vehicle commute trips by approximately 1.2 ton per day. 

7.1.2 Commercial Charbroiler Commitment in 2012 PM2.5 Plan 

Through this 2015 PM2.5 Plan the District has evaluated and determined that the most 

stringent measures and best available control measures feasible to implement in the 

Valley are in place with one exception. The District identified an opportunity to reduce 

emissions from its Commercial Charbroiling rule (Rule 4692) during the development of 

the 2012 PM2.5 Plan and as such, committed to amend Rule 4692 in 2016 in that plan. 

Charbroiling 

Existing Rule 4692 (Commercial Charbroiling) achieves significant emissions reductions 

from chain-driven charbroilers; however, the rule does not require emissions controls for 

under-fired charbroilers. Analyses indicate that extending the applicability of the rule to 

include under-fired units could further reduce PM2.5 emissions by as much as 20% (0.4 

tpd PM2.5) from the baseline inventory for under-fired charbroilers upon implementation 

in 2017 thus providing significant health benefits Valley-wide per the District’s Health 

Risk Reduction Strategy. Research and demonstration projects are underway to 

evaluate emission control technologies for under-fired charbroilers in support of this 

measure. As included in the 2012 PM2.5 Plan, the District plans to amend Rule 4692 in 

2016 to add requirements for under-fired charbroilers, with an anticipated compliance 

date of 2017. The District will also consider development of a new incentive program to 

assist in the deployment of new technologies upon their development and commercial 

availability. 

7.1.3 ARB Regulations Contributing to Attainment 

Since 1989, ARB has adopted and amended a number of regulations aimed at reducing 

exposure to diesel PM and NOx from fuel sources, freight transport sources like heavyduty diesel trucks, transportation sources like passenger cars and buses, and off-road 

sources like large construction equipment. These regulations have significantly reduced 

PM2.5 precursors and direct PM2.5 emissions throughout the Valley. 

Table 7-2 below includes a list of all the regulations adopted or amended by ARB from 

2000 to 2013. Phased implementation of these regulations are producing increasing 

emission reduction benefits until 2020 and beyond as the regulated fleets are retrofitted, 

and as older and dirtier fleet units are replaced with newer and cleaner models at an 

accelerated pace. Several rules in particular; including Cleaner In-Use Heavy Duty 

Trucks, Cleaner In-Use Off-Road Equipment, Advanced Clean Car Program, Enhanced 

Fleet Modernization Program, and the Enhanced Smog Check Program, will be 
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achieving significant emissions reductions critically needed to attain the standard under 

this plan. 

In addition, ARB and the District are working closely to identify and distribute incentive 

funds to accelerate dirty engine replacements. Key programs include the Carl Moyer 

Program, the Goods Movement Program, the Lower-Emission School Bus Program, 

and the Air Quality Improvement Program (AQIP). These incentive-based programs 

work in tandem with regulations to accelerate deployment of cleaner technology. 

Table 7-2 Adopted ARB Regulations 

ARB Regulation Adoption 

Date Category 

Advanced Clean Car Program 1/27/2012 On-road 

Expanded Off-Road Recreational Vehicle Emission Standards 12/16/2011 Off-road 

Cleaner In-Use Off-Road Equipment 12/17/2010 Off-road 

Port Truck Modernization 12/17/2010 Off-road 

Cleaner In-Use Heavy-Duty Trucks 12/16/2010 On-road 

Accelerated Introduction of Cleaner Line-Haul Locomotives 06/24/2010 Other 

Enhanced Fleet Modernization Program (formerly called the Expanded 

Vehicle Retirement Program) 06/24/2010 On-road 

Smog Check Improvements 08/31/2009 On-road 

Portable Outboard Marine Tanks 09/25/2008 Off-road 

In-Use Heavy-Duty Trucks Regulation 12/11/2008 On-road 

On-Road Diesel-Fueled Heavy-Duty Drayage Trucks at Ports and Rail Yard 

Facilities 12/6/2007 On-road 

In-Use Off-Road diesel Equipment Regulation 07/26/2007 Off-road 

Clean Up Existing Harbor Craft 11/15/2007 Other 

Voluntary Accelerated Retirement Regulation 12/07/2006 On-road 

Emergency Regulation for Portable Equipment Registration Program, 

Airborne Toxic Control Measures and Portable and Stationary diesel-Fueled 

Engines 

12/06/2006 Off-road 

Airborne Toxic Control Measure for Stationary Compression Ignition Engines 

(Agricultural Eng. Exemption removal) 

11/16/2006 Other 

Distributed Generation Guidelines and Regulations 10/19/2006 Other 

Zero Emission Bus Regulation 10/19/2006 On-road 

Heavy-Duty In-Use Compliance Regulation 09/28/2006 On-road 

On-Board Diagnostic II 09/28/2006 On-road 

Off-Highway Recreational Vehicles and Engines 07/20/2006 Off-road 

California Motor Vehicle Service Information Rule 06/22/2006 On-road 

Portable Equipment Registration Program 06/22/2006 Off-road 

Fork Lifts and Other Industrial Equipment (Large Off-Road Spark Ignition 

Engines > 1 liter) 

05/26/2006 Off-road 

Technical Amendments to Evaporative Exhaust and Evaporative Emissions 

Test Procedures 

05/25/2006 On-road 

Diesel Verification Procedure, Warranty & In-Use 03/23/2006 On-road 

AB1009 Heavy-Duty Vehicle Smoke Inspection Program 01/26/2006 On-road 

Diesel Particulate Matter Control Measure for On-Road Heavy-Duty DieselFueled Vehicles Owned or Operated by Public Agencies and Utilities 12/08/2005 On-road 

Mobile Cargo Handling Equipment at Ports and Intermodal Rail Yards 12/08/2005 Off-road 

Marine Inboard Sterndrive Engines 11/17/2005 Off-road 

Requirements to Reduce Idling Emissions from New and In-Use Trucks, 

Beginning in 2008 

10/20/2005 On-road 
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ARB Regulation Adoption 

Date Category 

2007-2009 Model-Year Heavy Duty Urban Bus Engines and the Fleet Rule 

for Transit Agencies 

09/15/2005 On-road 

Portable Fuel Containers (PFC) [Part 1 of 2] 09/15/2005 Off road 

Portable Fuel Containers (PFC) [Part 2 of 2] 09/15/2005 Off road 

On-Board Diagnostic System Requirements for 2010 and Subsequent

Model-Year Heavy-Duty Engines (HD OBD) 

07/21/2005 On-road 

Airborne Toxic Control Measure for Stationary Compression Ignition Engines 

amendments 

05/26/2005 Other 

Transit Fleet Rule 02/24/2005 On-road 

Off-Road Compression Ignition Engines 12/09/2004 Off-road 

Emergency Regulation for Temporary Delay of Diesel Fuel Lubricity 

Standard 

11/24/2004 Fuels 

Diesel Fuel Standards for Harbor Craft & Locomotives 11/18/2004 Fuels 

Greenhouse Gas 09/23/2004 On-road 

Airborne Toxic Control Measure for Diesel Particulate from Diesel Fueled 

Commercial Vehicle Idling 

07/22/2004 On-road 

Urban Bus Engines/Fleet Rule for Transit Agencies 06/24/2004 On-road 

Engine Manufacturer Diagnostic System Requirements for 2007 and

Subsequent Model Heavy Duty Engines 

05/20/2004 On-road 

Heavy Duty Diesel Engine-Chip Reflash 03/27/2004 On-road 

Airborne Toxic Control Measure for Diesel-Fueled Portable Engines 02/26/2004 Off-road 

Modifications to the Statewide Portable Equipment Registration Program 

(PERP) Regulations 

02/26/2004 Off-road 

CA Motor Vehicle Service Information Rule 01/22/2004 On-road 

Airborne Toxic Control Measure for Diesel Particulate for Transport 

Refrigeration Units 

12/11/2003 On-road 

Airborne Toxic Control Measure for Stationary Compression Ignition Engines 12/11/2003 Other 

Diesel Retrofit Verification Procedure, Warranty and In-Use Compliance 

Requirements Amendments 

12/11/2003 On-road 

Small Off-Road Engines (SORE) 09/25/2003 Off-road 

Solid Waste Collection Vehicles 09/24/2003 On-road 

Off-Highway Recreation Vehicles 07/24/2003 Off-road 

Specifications for Motor Vehicle Diesel Fuel 07/24/2003 Fuels 

Zero Emission Vehicle Amendments for 2003 03/25/2003 On-road 

Airborne Toxic Control Measure for Diesel Particulate from School Bus Idling 12/12/2002 On-road 

Low Emission Vehicles II. Align Heavy Duty Gas Engine Standards with 

Federal Standards; minor administrative changes 

12/12/2002 On-road 

Revision to Transit Bus Regulations Amendments 10/24/2002 On-road 

Diesel Retrofit Verification Procedure, Warranty and In-Use Compliance 

Requirements 

05/16/2002 On-road 

On-Board Diagnostic II Review Amendments 04/25/2002 On-road 

Airborne Toxic Control Measure for Outdoor Residential Waste Burning 02/21/2002 Other 

Voluntary Accelerated Light Duty Vehicle Retirement Regulations 02/21/2002 On-road 

California Motor Vehicle Service Information Rule 12/13/2001 On-road 

Distributed Generation Guidelines and Regulations 11/15/2001 Other 

Low Emission Vehicle Regulations 11/15/2001 On-road 

Heavy Duty Diesel Engine Standards for 2007 and Later 10/25/2001 On-road 

Marine Inboard Engines 07/26/2001 Off-road 

Zero Emission Vehicle Infrastructure and Standardization of Electric Vehicle 

Charging Equipment 

06/28/2001 On-road 

Zero Emission Vehicle Regulation Update 01/25/2001 On-road 

Heavy Duty Diesel Engines "Not-to-Exceed (NTE)" Test Procedures 12/07/2000 On-road 
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ARB Regulation Adoption 

Date Category 

Light-and Medium Duty Low Emission Vehicle Alignment with Federal 

Standards. Exhaust Emission Standards for Heavy Duty Gas Engines 

12/07/2000 On-road 

Air Toxic Control Measure for Chlorinated Toxic Air Contaminants from 

Automotive Maintenance and Repair Facilities 

04/27/2000 Other 

Transit Bus Standards 02/24/2000 On-road 

Off-Road Compression Ignition Engines 01/27/2000 Off-road 

Some of the most significant regulations adopted by ARB in recent years, such as the 

Truck and Bus Regulation and the Off-Road Regulation, depend on truck and 

equipment owners playing a key role in implementation. Accordingly, ARB’s approach 

to ensuring compliance is based on a comprehensive outreach and education effort. 

ARB staff develops regulatory assistance tools, conducts and coordinates compliance 

assistance and outreach activities, administers incentive programs, and actively 

enforces the entire suite of diesel regulations. ARB’s goal is to provide readily 

accessible and clear information for all diesel rules and incentive programs. 

ARB compliance assistance and outreach activities also include the following: 

 Training and implementation classes conducted by ARB staff in classroom 

settings throughout the State, including at community colleges 

 Participation at business events throughout California, giving presentations, 

displaying materials, providing handouts, and responding to questions 

 Marketing efforts such as advertisements, press releases, a television presence, 

and radio spots, including public service announcements statewide 

 Websites for ARB’s multiple programs 

Complementing these efforts, ARB and District enforcement actively provide a level 

playing field for the regulated entities and ensure the emission reduction benefits are 

achieved. 

The following summaries highlight ARB’s most recent key regulations, the roll out of 

their phased implementation deadlines and corresponding emission reduction schedule, 

and supporting outreach and enforcement efforts. 

7.1.3.1 Cleaner In-Use Heavy-Duty Trucks (Truck and Bus Regulation) 

One of the most significant rules adopted by ARB within the past five years is the Truck 

and Bus Regulation, adopted in December 2008. In December 2010, ARB revised 

specific provisions of the in-use heavy-duty truck rule, in recognition of the deep 

economic effects of the recession on these businesses and the corresponding decline in 

their emissions. This rule represents a multi-year effort to turn over the legacy fleet of 

engines and replace them with the cleanest technology available. 

Starting in 2012, the Truck and Bus Regulation phases in requirements applicable to an 

increasingly larger percentage of the truck and bus fleet over time, so that by 2023, 

nearly all older vehicles will need to be upgraded to have exhaust emissions meeting 
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2010 model year engine emissions levels. Replacing older, high polluting trucks sooner 

than they otherwise would have been retired results in lower NOx and PM2.5 emissions. 

The regulation applies to nearly all privately and federally owned diesel-fueled trucks 

and buses with a gross vehicle weight rating (GVWR) greater than 14,000 pounds, 

including on-road and off-road agricultural yard goats, and privately and publicly owned 

school buses. Moreover, the regulation applies to any person, business, school district, 

or federal government agency that owns, operates, leases, or rents affected vehicles. 

The regulation also establishes requirements for any in-state or out-of-state motor 

carrier, California-based broker, or any California resident who directs or dispatches 

vehicles subject to the regulation. Finally, California sellers of a vehicle subject to the 

regulation would have to disclose the regulation’s potential applicability to buyers of the 

vehicles. Approximately 170,000 businesses in nearly all industry sectors in California, 

and almost a million vehicles that operate on California roads each year, are affected. 

Some common industry sectors that operate vehicles subject to the regulation include 

for-hire transportation, construction, manufacturing, retail and wholesale trade, vehicle 

leasing and rental, bus lines, and agriculture. 

In addition to the Truck and Bus Regulation, separate regulations reduce emissions 

from other public fleets, solid waste collection trucks, and transit buses. Trucks that 

transport marine containers must comply with the drayage truck regulation. 

ARB compliance assistance and outreach activities in support of the Truck and Bus 

Regulation include the following: 

 The Truck Regulations Upload and Compliance Reporting System, an online 

reporting tool developed and maintained by ARB staff 

 The Truck and Bus regulation’s fleet calculator, a tool designed to assist fleet 

owners in evaluating various compliance strategies 

 Targeted training sessions all over the State 

 Out-of-state training sessions conducted by a contractor 

ARB and District enforcement provides a level playing field for the regulated entities and 

ensures the emission reduction benefits are achieved. ARB staff enforce diesel 

regulations addressing idling, transport refrigeration units (TRU) and drayage trucks, 

and recently began enforcing the Truck and Bus regulation as it came up to its first 

compliance deadline in 2012. 

In general, enforcement is conducted by doing unscheduled roadside inspections. An 

inspection team may typically focus on truck stops, rest stops, industrial areas, ports, 

environmental justice areas, and cold storage facilities. Vehicles are audited for all 

applicable requirements, including smoke, emission control labels, and diesel 

particulate filters. To expand enforcement capabilities, ARB contracts with the District 

and the Bay Area Air Quality Management District to conduct inspections in their 

respective jurisdictions. 
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7.1.3.2 Cleaner In-Use Off-Road Equipment (Off-Road Regulation) 

Another significant rule adopted by ARB within the past five years is the Off-Road 

Regulation, which was first approved in 2007 and amended in 2010 in response to the 

economic recession. These off-road vehicles are used in construction, manufacturing, 

the rental industry, road maintenance, airport ground support, and landscaping. In 

December 2011, the Off-Road Regulation was modified to include on-road trucks with 

two diesel engines. 

The Off-Road Regulation will significantly reduce emissions of diesel PM and NOx from 

the over 150,000 in-use off-road diesel vehicles that operate in California by requiring 

their owners to modernize their fleets and install exhaust retrofits. The regulation 

affects dozens of vehicle types used in thousands of fleets by requiring owners to 

modernize their fleets by replacing older engines or vehicles with newer, cleaner 

models; retiring older vehicles or using them less often; or by applying retrofit exhaust 

controls. 

The Off-Road Regulation imposes idling limits on off-road diesel vehicles, requires a 

written idling policy, and requires a disclosure when selling vehicles. The regulation 

also requires that all vehicles be reported to ARB and labeled; restricts the addition of 

older vehicles into fleets; and requires fleets to reduce their emissions by retiring, 

replacing, or repowering older engines, or installing verified exhaust retrofits. The 

requirements and compliance dates of the Off-Road Regulation vary by fleet size. 

The regulation also sets performance requirements. While the regulation has many 

specific provisions, in general, by each compliance deadline, a fleet must demonstrate 

that it has either met the fleet average target for that year, or has completed BACT 

requirements. The performance requirements of the Off-Road Regulation will be 

phased in from January 1, 2014, through January 1, 2019. The combined impact of the 

performance requirements results in steady declines in NOx and PM2.5 emissions from 

2014 to 2019 and beyond. 

Compliance assistance and outreach activities in support of the Off-Road Regulation 

include the following: 

 The Diesel Off-Road On-Line Reporting System, an online reporting tool 

developed and maintained by ARB staff 

 The Diesel Hotline (866-6DIESEL), which provides regulated operators with 

answers (in English, Spanish, and Punjabi) about the regulations and access to 

ARB staff 

 The Off-road Listserv, providing equipment owners and dealerships with timely 

announcement of regulatory changes, regulatory assistance documents, and 

reminders for deadlines 

7.1.3.3 Advanced Clean Cars (ACC) 

Many gasoline engines now emit at near-zero emission levels of smog-forming 

emissions. Conventional hybrid electric vehicles have been commercialized, and the 

number of models offered for sale is quickly expanding. Recently, battery-electric 
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vehicles and plug-in hybrid-electric vehicles have been introduced for sale, and fuel cell 

electric vehicles are expected to be sold beginning in 2015. This movement towards 

commercialization of advanced clean cars has occurred because of ARB’s Zero 

Emission Vehicle (ZEV) regulation, which affects passenger cars and light-duty trucks. 

Continuing its leadership role in developing innovative and ground-breaking emission 

control programs, ARB’s ACC Program, approved in January 2012, is a pioneering 

package of regulations, that although separate in construction, each regulation is 

related in terms of the synergy developed to address both ambient air quality needs and 

climate change. The ACC program combines the control of smog, soot-causing 

pollutants, and greenhouse gas emissions into a single, coordinated package of 

requirements for model years 2015 through 2025. The program assures the 

development of environmentally superior cars that will continue to deliver the 

performance, utility, and safety vehicle owners have come to expect. 

The ACC program approved by ARB in January 2012 included amendments affecting 

the current ZEV regulation through the 2017 model year in order to enable 

manufacturers to successfully meet 2018 and subsequent model-year requirements. 

The ZEV amendments for 2018 and subsequent model years in the ACC program 

approved by ARB in January 2012 are intended to achieve commercialization through 

simplifying the regulation and pushing technology to higher volume production in order 

to achieve cost reductions. 

The ACC Program will produce increasing benefits over time as new cleaner cars enter 

the fleet, displacing older and dirtier vehicles. In this manner, the benefits will be 

realized through the cumulative reduction in emissions achieved by new cars entering 

the fleet in 2017 through 2019. This program will continue to provide benefits well after 

2025 as vehicles meeting the new standards replace older, higher-emitting vehicles. 

7.1.3.4 Expanded Passenger Vehicle Retirement 

Voluntary accelerated vehicle retirement or car scrap programs provide monetary 

incentives to vehicle owners to retire older, more polluting vehicles. The purpose of 

these programs is to reduce fleet emissions by accelerating the turnover of the existing 

fleet and subsequent replacement with newer, cleaner vehicles. Reducing emissions 

from the existing fleet is a component of California’s SIP, which outlines the State’s 

strategy for meeting health-based ambient air quality standards. Both State and local 

vehicle retirement programs are available. 

California’s updated voluntary vehicle retirement program is administered by the Bureau 

of Automotive Repair (BAR) and provides $1,000 per vehicle, and $1,500 for lowincome consumers, for unwanted vehicles that have either failed or passed their last 

Smog Check Test and that meet certain eligibility guidelines. This program is referred 

to as the Consumer Assistance Program. 

The Enhanced Fleet Modernization Program (EFMP) was approved by the AB 118 

legislation to augment the State’s existing vehicle retirement program. Approximately 

$30 million is available annually through 2015 to fund the EFMP via a $1 increase in 

vehicle registration fees. ARB developed the program in consultation with BAR, and 

based on the District’s experience in running vehicle retirement programs. The program 
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is jointly administered by both BAR (for vehicle retirement) and local air districts (for 

vehicle replacement). 

Other programs, in addition to vehicle retirement programs, help to clean up the 

light-duty fleet. The AQIP, established by AB 118, is an ARB voluntary incentive 

program to fund clean vehicle and equipment projects. The Clean Vehicle Rebate 

Project (CVRP) is one of the current projects under AQIP. CVRP, started in 2009, is 

designed to accelerate widespread commercialization of zero-emission vehicles and 

plug-in hybrid electric vehicles by providing consumer rebates up to $2,500 to partially 

offset the higher cost of these advanced technologies. These vehicles are a key 

element of California’s strategy for meeting health based air quality standards and 

climate change goals. 

7.1.3.5 Improvements and Enhancements to California’s Smog Check Program 

The following requirements were added to improve and enhance the Smog Check 

Program, making it more inclusive of motor vehicles and effective on smog reductions: 

 Low pressure evaporative test; 

 More stringent pass/fail cutpoints; 

 Visible smoke test; and 

 Inspection of light- and medium-duty diesel vehicles. 

AB 2289, adopted in October 2010, is a new law restructuring California’s Smog Check 

Program, streamlining and strengthening inspections, increasing penalties for 

misconduct, and reducing costs to motorists. This new law, sponsored by ARB and 

BAR, promises faster and less expensive Smog Checks by taking advantage of 

diagnostic software installed on all vehicles since 2000. The new law also directs 

vehicles without this equipment to high-performing stations, helping to ensure that these 

cars comply with current emission standards. 

This program will reduce consumer costs by having stations take advantage of 

diagnostic software that monitors pollution-reduction components and tailpipe 

emissions. This technology, known as On-Board Diagnostics (OBD), has been required 

on all new vehicles since 1996. Under the new law, testing of passenger vehicles using 

OBD began in 2013 on all vehicles model years 2000 or newer. This technology results 

in reduced consumer costs by up to $180 million annually. 

7.2 INCENTIVES 

Incentive programs are an integral part of the efforts to reduce emissions; these 

programs provide an effective way to accelerate emissions reductions and encourage 

technology advancements, particularly in the mobile source sector, a sector not directly 

under the District’s regulatory jurisdiction. The District operates one of the largest and 

most well-respected voluntary incentive programs in the state. Since the District’s 

inception in 1992, considerable funding has been expended in support of clean-air 

projects in the Valley. These projects have achieved significant emissions reductions 
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with corresponding air quality and health benefits. The District typically requires match 

funding of 30% to 70% from grant recipients. To date, grant recipients have provided 

$526,600,794 in matching funds, with a combined District and grant recipient funding 

investment of $1.2 Billion. 

7.2.1 Funding Sources 

The District is engaged at every level of state and federal government to craft policy and 

funding targets that account for the Valley’s unique challenges and need to accelerate 

emissions reductions, particularly from sources not under the District’s regulatory 

authority. Toward that end, the District is working closely with the Valley’s legislative 

delegation to ensure that the Valley’s needs are well represented in discussions of 

where to focus funding throughout the state and the region as a whole. In addition, the 

District is focused on how to effectively allocate the limited funding received for its 

incentive programs. 

The District continues to dedicate significant effort to ensure that the Valley receives its 

share of state and federal incentive funds through a variety of sources. In addition to 

aggressively pursuing funding from state funding sources such as the Carl Moyer 

Program and Lower-Emission School Bus Program, the District has been very 

successful in securing grants from the highly-competitive federal Diesel Emissions 

reductions Act (DERA) and the state Assembly Bill (AB) 118 Air Quality Improvement 

Program (AQIP). Currently, the District is actively engaged with ARB and the California 

Energy Commission (CEC) to ensure that the Valley is well represented in projects 

selections from the Greenhouse Gas Reduction Fund totaling over $1 billion per year. 

The District derives its current incentive funding from a range of local, state and federal 

funding sources. These funding sources contain restrictions on the types of projects that 

may be funded, funding limitations, expenditure deadlines, and administrative approach 

for distribution. These requirements vary significantly from one funding source to 

another, resulting in a complex matrix of funding categories and program requirements. 

Some of the key funding sources currently available to the District include: 

Carl Moyer Funding - The Carl Moyer program has been an on-going and reliable 

source of funding since 1998. The Carl Moyer program was established in 2004 with 

the adoption of AB 923 and Senate Bill (SB) 1107; the latter provided increased and 

continued funding through 2014 and expanded the program to include light-duty vehicle 

projects and agricultural sources of air pollution. In total, the District receives 

approximately $9 million per year in Carl Moyer funding. Recent legislation extended 

Carl Moyer funding until 2024. 

State AB 118 Funding - In 2007, the California legislature approved AB 118: the 

California Alternative and Renewable Fuel, Vehicle Technology, Clean Air, and Carbon 

Reduction Act of 2007. AB 118 provides approximately $200 million annually through 

2015 for three new programs to fund air quality improvement projects and develop and 

deploy technology and alternative and renewable fuels. The bill creates a dedicated 

revenue stream for the programs through increases to the smog abatement, vehicle 
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registration, and vessel registration fees. AB 118 is designed to reduce emissions of 

criteria pollutants and greenhouse gas emissions and to deploy advanced technology. 

Most AB 118 programs are administered on a statewide basis. While the District has 

administered some of the AB 118 programs for the state, these programs have not been 

a significant portion of the District’s incentive program revenue. However, in the future, 

these funds may be more important, particularly as the District becomes more involved 

in technology advancement projects. Recent legislation extended AB 118 funding until 

2024. 

Proposition 1B Goods Movement Emission Reduction Program - The single largest 

source of funding for the District’s incentive programs is the Proposition 1B program, 

which uses bond funds for a variety of state transportation priorities. The District 

aggressively pursued its share of Proposition 1B funding, and the Valley will receive 

approximately $250 million over the life of the program. The District will receive its last 

allocation of Proposition 1B funding in fiscal year 2015-2016. 

Local Motor Vehicle Surcharge Fees – Through the passage of Assembly Bill 2522 in 

2008 and in recognition of the need for additional funding to assist the Valley attain 

federal ambient air quality standards, the District was provided with the authority to 

generate grant revenues through the adoption of motor vehicle surcharges for the 

purpose of funding emission reduction projects. In October 2010, the District acted on 

this authority and adopted a $12 per motor vehicle surcharge. This revenue source was 

then targeted to address the Valley’s unmatched challenges in meeting ever-tightening 

federal standards as well as providing a more equitable manner to satisfy the federal 

mandates for ozone nonattainment penalties under section 185. These revenues have 

been reinvested in the Valley to reduce emissions through a variety of incentive grant 

programs that have replaced or retrofitted trucks, passenger vehicles, school buses, 

transit buses, and other mobile sources of emissions. 

The District has now had two consecutive years of no violations of the 1-hour ozone 

standard, and has requested that EPA find the Valley in attainment and lift the section 

185 penalties. If successful, this would return local control over the decision relating to 

the need and quantity of motor vehicle surcharges under AB 2522. Given the identified 

need for continued incentive funding as a means for expediting attainment of the 1997 

federal PM2.5 standard and garnering the needed attainment extension, the District is 

proposing to use a portion of these motor vehicle surcharge revenues to fund an 

emission reduction commitment in the plan. Therefore, it is recommended that the AB 

2522 motor vehicle surcharge be discontinued if and when the Governing Board makes 

a decision that such revenues are no longer necessary to meet the federal mandates for 

attaining the national ambient air quality standards. 

7.2.2 Incentive Strategy 

Each of the funding sources administered by the District includes different guidelines 

and statutory requirements for using the funds. Beyond the specific guidelines of each 

funding source, the District considers the following common factors when deciding how 
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and where to spend incentive funds (see Appendix E for the full description of the 

following): 

 Cost-effectiveness 

 Inventory of available projects 

 Required expenditure timeframes 

 Upcoming regulatory deadlines 

 Health benefits 

 Promoting technology advancement 

 Environmental Justice 

 Community involvement/benefits 

7.2.3 SIP Creditability of Incentive Programs (Rule 9610) 

Historically, states and local air agencies have not been able to obtain SIP credit for 

incentive-based emissions reductions. When given SIP credit, incentive-based 

emissions reductions can be used alongside regulatory-based emissions reductions to 

meet federal Clean Air Act (CAA) requirements, such as demonstrating attainment with 

federal air quality standards at a future date or demonstrating that emissions reductions 

meet federal SIP reasonable further progress requirements. Given the heavy 

investment from the public and private sectors in replacing equipment under these 

voluntary incentives, establishing a general framework to receive SIP credit for these 

emissions reductions was critical for ensuring the continued success of these programs. 

Working together with EPA, ARB, and the USDA-NRCS, the District adopted Rule 9610 

(State Implementation Credit for Emission Reductions Generated Through Incentive 

Programs) on June 20, 2013. District Rule 9610 establishes the administrative 

mechanism through which the District and ARB take SIP credit for emissions reduced 

through incentives. 

7.3 TECHNOLOGY ADVANCEMENT 

The District Governing Board approved creation of the Technology Advancement 

Program in March 2010 to accelerate development of technologies that can help reduce 

emissions in the Valley. Meeting EPA’s increasingly stringent ozone and PM2.5 air 

quality standards will require significant advancements in low-emissions technologies 

from mobile and stationary sources. The Technology Advancement Program provides a 

strategic and comprehensive means to identify, solicit, and support technology 

advancement opportunities. Ongoing refinement of the program’s technology focus 

areas targets efforts to achieve the greatest impact on the Valley’s attainment and other 

health-based goals under the District’s ozone and PM2.5 attainment plans. 

Technology development can benefit regional and state air quality. Strategies for 

reducing emissions in the Valley can be enhanced through partnerships and 

collaborations with other air districts and state agencies. The market penetration of 

transformative technologies will be a critical component of realizing a common vision, 
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and the Technology Advancement Program will help to identify and support upcoming 

technology opportunities. 

7.3.1 Technology Focus Areas 

The District has structured the Technology Advancement Program to encourage 

participation within three focus areas: 

I. Renewable Energy. Renewable energy projects will focus on overcoming the 

barriers that prevent the use or adoption of zero-emission renewable energy 

sources or reduce emissions from renewable energy systems to make them 

cleaner than comparable non-renewable alternatives. 

II. Waste Solutions. Waste solutions will focus on waste systems or technologies 

that minimize or eliminate emissions from existing waste management systems 

and processes, including waste-to-fuel systems such as dairy digesters and other 

bio-fuel applications. 

III. Mobile Sources. Mobile source projects will demonstrate zero- or near-zeroemissions solutions to mobile source categories with emphasis on goods and 

people movement, off-road equipment, or agricultural equipment. 

These focus areas represent the current needs of the Valley; they also reflect the types 

of proposals previously received by the District within this and other programs. 

Throughout implementation of this PM2.5 plan and future air quality plans, the District 

will continue to evaluate and, if necessary, update these technology focus areas to 

address to the Valley’s air quality challenges. 

7.3.2 Demonstration Projects 

The District’s Technology Advancement Program has had four rounds of funding and 

received over 130 proposals for clean technology projects. As of 2013, the District 

selected 27 of the proposed projects for funding, for over $7 million in support of clean 

technology demonstrations. 

During the latest round of solicitations, in 2014, the District received 35 proposals and 

expects the total funding for selected projects to be approximately $4 million. In 

addition to directly funding demonstration projects, the District actively seeks 

opportunities to collaborate with technology innovators in seeking additional funding. 

An example of this type of funding is the District’s administration of the Zero-Emission 

Commercial Lawn and Garden Technology Demonstration, funded with State Air Quality 

Improvement Program funds. 

Moving forward, District staff will continue to search for opportunities to support projects 

that build the air quality technology research and demonstration capacity of colleges 

and universities in the Valley. This emphasis will improve the ability of local institutions 

to engage in future clean-technology projects that are specifically suited to the Valley’s 
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needs. To accomplish this, staff has adapted the Technology Advancement Program 

scoring criteria so that projects that incorporate local colleges and universities will score 

higher than those that do not. 

7.3.3 Interagency Collaborative Demonstration Projects 

In addition to projects selected through the request-for-proposals process, the District 

has partnered with other air quality agencies in the state to demonstrate new and 

emerging technologies. Examples include the following: 

 Under-fired Charbroiler Emission Control Demonstration 

South Coast Air Quality management District (SCAQMD) is currently conducting 

a demonstration project focused on control technology for under-fired 

charbroilers. South Coast released a program opportunity notice for this 

demonstration project in October 2011 to solicit proposals from control device 

manufacturers. District staff assisted in reviewing the submitted proposals and 

provided recommendations. This technology demonstration effort is testing 

promising prototype emission control devices, which will support future regulatory 

efforts at both South Coast and the District. 

 Zero-Emission Commercial Lawn and Garden Equipment Demonstration 

The Cordless Zero-Emission Commercial Lawn and Garden Equipment

Demonstration Program will provide eligible cordless zero-emission commercial 

lawn and garden equipment to commercial landscape professionals (participants) 

who conduct business within the Valley. The cordless zero-emission lawn and 

garden equipment must be designated commercial-grade and used by 

commercial landscape professionals to complete multiple small to large 

gardening tasks over an eight-hour workday period. Eligible equipment may 

include, but is not limited to, lawn mowers, edgers, trimmers/brush cutters, hedge 

clippers, blowers/vacuums, sweepers, and chainsaws. 

The District, working with the California Air Resources Board on this 

demonstration project, opened a Request for Applications on August 20, 2012. 

The Cordless Zero-Emission Commercial Lawn and Garden Equipment

Demonstration Program successfully ended in June 2013 with a total of 4 

technology demonstrators, 60 participants and 445 pieces of equipment for inuse testing. The program demonstrated the performance and durability of 

electric equipment in non-residential applications to accelerate marked 

acceptance and build upon the progress already made in the residential sector. 

 Natural Gas-Fired, Fan-Type Central Furnaces with Reduced NOX

Emissions 

South Coast conducted a demonstration project focused on prototype natural 

gas-fired fan-type central furnaces with reduced NOX emissions. South Coast 

released a program opportunity notice for this demonstration project in February 

2010, which solicited a number of proposals from furnace manufacturers and gas 

industry technology developers in partnership with furnace manufacturers. The 
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District co-funded this technology assessment with the SCAQMD and Southern 

California Gas Company (SoCal Gas). The technology assessment project was 

completed in the first quarter of 2014. Results of the furnace demonstration 

project show that the technology required to meet new NOx standards will be 

available by 2015. As a result of the study findings, the District amended Rule 

4905 in January 2015 and incorporated more stringent NOx emissions limits for 

units subject to the rule and expanded applicability to include units installed in 

commercial buildings and in manufactured homes. 

 Vision for Clean Air: A Framework for Air Quality and Climate Planning 

In 2011, ARB, with the assistance of the District and South Coast AQMD, 

developed the Vision for Clean Air: A Framework for Air Quality and Climate 

Planning. The goal of this collaboration is to draft a common vision for mobile 

and stationary source strategies that integrate the need to meet federal air quality 

standards for PM2.5 and ozone, the need to reach California’s GHG goals, and 

the need to reduce public exposure to toxics (e.g. diesel particulates). Through 

the Vision for Clean Air effort, the ARB, the SCAQMD, and the District have been 

evaluating pollutant reductions needed to meet overlapping air quality 

requirements for 2019, 2023, 2035, and 2050. These reductions will depend on 

the integration of transformative measures and emerging technologies (including 

zero- and near-zero emission goods movement) with long-range planning and 

control strategies. 

 

7.4 LEGISLATIVE STRATEGY 

Each year the District Governing Board adopts a legislative platform to guide District 

advocacy and policy efforts. Through state and federal lobbying efforts and delegation 

visits to Washington D.C., the District informs elected officials about Valley needs and 

concerns based on the priorities established in the legislative platform. With 

persistence, the District has secured support and additional incentive funding for 

programs critical to emissions reductions in the Valley. The legislative platform 

includes both legislative priorities and positions on anticipated federal legislation. The 

following is a summary of the legislative priorities and District positions on anticipated 

federal legislation. For complete details, refer to the District’s legislative strategy, 

adopted in January 2015.3

Streamline Implementation of the Clean Air Act 

Since its adoption, the Clean Air Act has led to significant improvements in air quality 

and public health benefits throughout the nation. However, as an area in the nation with 

mature local air quality management programs, the Valley has reached the point of 

diminishing returns. After more than 20 years since the last amendments to the CAA, 

many well-intentioned provisions are leading to unintended adverse consequences. 

 

3

 SJVAPCD. Item Number 10: Approve the District’s 2015 Legislative Platform and take positions on anticipated 

federal air quality legislative proposals. (22, January 2015). Available at: 

http://www.valleyair.org/Board_meetings/GB/agenda_minutes/Agenda/2015/January/final/10.pdf 
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The antiquated provisions of the Clean Air Act are now leading to confusion, and lack of 

updated congressional directive has rendered courts as policy makers. 

The District recommends the CAA be amended to allow for consideration of the 

following critical factors: 

 Upcoming health standards and associated deadlines are impossible to meet. 

 The current five year review of standards is too short and has led to overlapping 

requirements and chaotic transitions between standards. 

 Requiring contingency measures in extreme nonattainment areas is irrational and 

unnecessary. 

 CAA Section 185 requirements for businesses in “Severe” and “Extreme” nonattainment areas to pay non-attainment penalty fees, is unfair and ineffective. 

 The CAA requirements for Severe and Extreme ozone nonattainment areas to 

address vehicle-related emissions growth must be clarified. 

 Transition to health risk-based approach in lieu of the current mass based 

approach. 

Increase State Subvention Funding to Provide More Support for Unfunded 

Mandates 

Local air pollution control and air quality management districts receive funds to support 

important local air program activities. These funds are allocated from the Motor Vehicle 

Account through the budget of the California Environmental Protection Agency, under 

the Air Resources Board section have not been adjusted for inflation or added 

responsibilities for over twenty years. The District supports an increase in subvention 

funds to help offset increases in costs and responsibility. The District currently receives 

$900,000 per year which is less than 2% of the District’s annual operating budget. 

Policies/Guidelines for the Carl Moyer Program 

The Carl Moyer Program has been a valuable source of incentive funds to obtain 

voluntary emissions reductions from mobile sources of emissions; funding has recently 

been extended through 2023. The following policies should guide the state as new 

guidelines/requirements are developed for the program through the new sunset date: 

 The focus of the Carl Moyer Program should continue to be the reduction of 

criteria pollutants. Efforts to include GHG emissions projects should only be 

considered as co-benefits to projects that are principally designed for the 

reduction of criteria pollutant emissions. 

 Regional funding formulas should continue to utilize a region’s non-attainment 

status, and the severity of the air quality problem, as the primary factor in 

determining the regional breakdown of statewide Carl Moyer funding. 

 With respect to regulatory deadlines, incentive funding should be decoupled from 

regulatory enforcement. Projects that provide cost-effective and surplus 

emission reductions should be eligible for funding regardless of compliance 

status with respect to regulatory deadlines. 
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Cap and Trade Revenues 

The cap and trade program implemented by ARB sets up a mechanism by which 

affected sources can procure allowances or offsets to meet specified and declining caps 

on their GHG emissions. This scenario can potentially lead to adverse impacts in areas 

that are already disproportionately impacted by criteria pollutant emissions. The Cap 

and Trade Program generates in excess of $1 billion annually. The state allocates 

these funds to programs across a number of state agencies. The following overarching 

policies should be applied as the state considers funding projects and programs from 

the Greenhouse Gas Reduction Fund: 

 Projects funded with Cap and Trade revenues should achieve GHG reductions, 

with priority given to projects that achieve reductions in criteria pollutants as well. 

 A portion of Cap and Trade revenues should be directed to projects in areas that 

are already disproportionately impacted by air pollution. 

 Policies should be put in place to ensure that programs funded with Cap and 

Trade revenues meet or exceed the provisions of Senate Bill 535 that require a 

minimum of 25% of the Cap and Trade revenue be spent to benefit

disadvantaged communities and that 10% of the revenue be spent in those 

communities. 

Oppose Climate Change Measures that Result in Public Health Detriment Due to 

Increases in Criteria or Toxic Air Emissions 

Although climate change measures provide for many co-benefits in reducing both GHGs 

and criteria pollutant emissions, there are some measures that may lead to increases in 

criteria pollutant or toxic emissions. Therefore the District will support reasonable 

climate protection measures that reduce GHG emissions as well as toxic and criteria 

pollutants. The District will oppose climate change measures that are detrimental to 

public health by leading to increases in toxic or criteria pollutant emissions in already 

impacted areas. 

Disadvantaged Community Policies 

The Valley is home to a number of disadvantaged communities that deserve care and 

attention. The District will adhere to the following principles in pursuing efforts to 

identify and address the needs of these communities: 

 Support measures that improve quality of life and economic welfare. In 

identifying communities of need, both socioeconomic and environmental impacts 

should be considered. The District supports CalEPA’s California Communities 

Environmental Health Screening tool (CalEnviroScreen) as the appropriate tool 

for identifying disadvantaged communities. 

 The District considers poverty as a key factor contributing to diminished public 

health and will oppose efforts that lead to “redlining” these communities and 

inhibit economic growth. 

 The District will support efforts to target additional state and federal resources to 

mitigate issues faced in disadvantaged communities. 

 The District will oppose measures that dilute local control by diverting local 

revenues or the authority over the expenditure of local resources to the state or 

federal government. Reduced local control will weaken local enforcement 
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programs. Local agencies are better suited to efficiently and effectively identify 

and address community needs. 

Seek funding and other support from ARB and EPA to install and operate 

additional air quality monitoring instruments throughout the Valley 

The District operates one of the most extensive air monitoring networks in the nation. 

Data from these monitors is utilized to measure progress and assess the need for 

further reductions needed to attain National Ambient Air Quality Standards (NAAQS) 

established by EPA. The District is also committed to providing accurate and timely air 

quality information to educate and empower the public to protect themselves during 

poor air quality episodes. This is accomplished utilizing the air monitoring data through 

the District’s first-in-the-nation Real-Time Air Advisory Network (RAAN). 

Installation, operation and maintenance of the Districts air monitoring network is 

resource intensive. The District’s annual operating appropriation for air monitoring is 

approximately $2.9 million. The increase in federal mandates relating to air monitoring 

(more monitors and more labor intensive QA/QC and reporting procedures for existing 

monitors) combined with the need for more monitoring capabilities to satisfy the 

District’s initiative to provide neighborhood by neighborhood air quality information 

require additional resources. 

Support efforts that provide for cost-effective alternatives to open burning of 

agricultural waste 

Given current energy policy in California, biomass power facilities, which are one of the 

primary alternatives to agricultural burning, are in jeopardy. Many biomass plants in the 

Valley are nearing the end of their long-term contracts with utilities and find themselves 

in a position where the power that they provide is not the type of power that utilities are 

seeking and that the prices being offered for new contracts are too low to support their 

operations. The District will support efforts to help level the playing field and provide fair 

competition between biomass plants and other renewable sources of power. The 

District will also support research and development of alternatives to the open burning 

of agricultural waste. 

 

Technology Advancement 

Meeting the newest air quality standards will require transformative measures and 

technologies to achieve near zero emissions. In order to further develop technology to 

close the gap in required emissions reductions, the District operates a Technology 

Advancement Program. Along with its own resources, the District is seeking state and 

federal assistance to advance technology in the following areas: 

 Mobile sources projects that demonstrate zero- or near-zero-emissions solutions 

to mobile source categories with emphasis on goods and people movement, offroad equipment, or agricultural equipment. 

 Renewable energy projects that focus on overcoming the barriers that prevent 

the use or adoption of zero-emission renewable energy sources or reduce 

emissions from renewable energy systems to make them cleaner than 

comparable non-renewable alternatives. 
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 Waste solutions projects that focus on waste systems or technologies that 

minimize or eliminate emissions from existing waste management systems and 

processes, including waste-to-fuel systems, such as dairy digesters and other 

bio-fuel applications. 

Support adequate resources and policies to reduce the impact of wildfires and 

their attendant public health impact 

Wildfires result in significant loss of life and property and the associated air pollution 

well exceeds the total industrial and mobile source emissions in the Valley. These 

emissions result in significant adverse public health impacts in the Valley and in many 

regions throughout California. Reducing wildfires and the resulting air pollutants 

requires a sustained and multi-faceted approach that employs effective measures to 

reduce fuel supplies and adequate resources to manage fires when they occur. The 

District supports policies and initiatives that would encourage rapid disposal of the fuel 

supply, including the following: 

 Additional financial and staffing resources for public and private land managers 

to conduct prescribed burning as an effective means for reducing fuel supplies 

that lead to large and uncontrollable wildfires. 

 Additional resources to manage wildfires when they occur. 

 Lessening or removal of contradictory environmental protection policies that 

prohibit the use of mechanized methods, or prescribed burning to reduce fuels 

when those are the only feasible methods available. 

 Changes in the federal policies that better incorporate air quality concerns by 

shifting focus to prescribed burning and employing fire management techniques 

that reduce air quality impact when wildfires occur. 

7.5 PUBLIC OUTREACH 

The District’s outreach programs are integral to the development, implementation, and 

success of attaining federal air quality standards. In addition, engaging the public in 

efforts to reduce emissions is a key element of the District’s attainment strategy. 

Education increases public support for new and controversial regulations. The District’s 

education and information program has expanded and evolved over the years. The 

following outreach programs are some examples of District programs related to healthbased PM2.5 control measures and strategies. 

Real-Time Air Advisory Network (RAAN) 

The District launched the Real-time Air Advisory Network (RAAN) in 2010. This 

program is the first communication network in the nation to provide automated 

notification of poor or changing local air quality to the public throughout the air basin. 

While the District initially developed the program for schools as a tool to determine 

appropriate levels of outdoor activity for their students, the District expanded the 

program in 2011, and it is now available to all Valley residents. 

The District combines local air quality information with specific, concentration-based 

health recommendations that allow RAAN subscribers to make informed decisions 
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about when and for whom outdoor activities should be limited. The knowledge that 

exercise magnifies the health risks of PM2.5 exposure motivated the District to develop 

the RAAN program. Anyone can subscribe to RAAN at no charge through the District’s 

website (www.valleyair.org); once subscribed, the District will send email notifications 

with a link to the real-time data of the closest monitoring station within the District’s 

extensive monitoring network. 

Real-Time Outdoor Activity Risk (ROAR) 

To support the expanded RAAN program, the District developed the Real-time Outdoor 

Activity Risk (ROAR) scale. The levels of this scale provide specific recommendations 

and limitations for increasing levels of activity, from recess through competitive athletic 

events. This scale is based on the Air Quality Index system that is used for the daily air 

quality forecasts, but provides more detailed activity recommendations based on the 

latest health science. The ROAR system, when used in conjunction with the Air Quality 

Flag Program and daily air quality forecasts, is part of a comprehensive set of tools 

available to schools and the public for effective health protection. 

Web-based Archived Air Quality System (WAAQS) 

Following-up on the success of the RAAN program, the District develop a system that 

would provide air quality conditions on a neighborhood by neighborhood scale as 

opposed to being limited to only the readings from monitors. This project was organized 

through a three phase approach as described in the following table. 
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2015 Plan for the 1997 PM2.5 Standard 

Table 7-3 Phased Implementation of WAAQS 

Phase Date Description 

I Completed 

in 2014 

This phase established a modeling technique for quantifying 

neighborhood level ozone and PM2.5 concentrations. The District has 

already used this modeling technique to generate neighborhood level 

ozone and PM2.5 concentrations for each of the approximately 3,600 

grid cells (4 km x 4 km) that make up the Valley dating back to 1990. 

This data is being used as the foundation for providing historical air 

quality information under Phase II of this project 

II 

Beta 

version 

released 

on 

3/1/2015 

The District committed to provide an online tool to the public that will 

allow residents to view historical air quality information for their 

neighborhood by simply entering an address of their choosing. This 

newly developed system has been named the Web-Based Archived Air 

Quality System (WAAQS). 

The neighborhood level air quality statistics that will be provided to the 

public consist of the following: 

 Number of days with Good air quality 

 Number of days with Unhealthy air quality 

 Days over federal standards for ozone and PM2.5 

 Neighborhood air quality compared to trends for the County and

San Joaquin Valley 

The District will accept and consider in a continuous effort to improve the 

information provided on the web page. 

III Launching 

in 2016 

This phase will give the public access to real-time air quality information 

on a neighborhood by neighborhood basis and ensure that Valley 

residents have the most detailed and accurate information with which to 

make decisions regarding outdoor activity. 

Check Before You Burn 

The Check-Before-You-Burn outreach program is critical to the implementation of 

District Rule 4901—Wood Burning Fireplaces and Wood Burning Heaters. Rule 4901 

and the Check-Before-You-Burn program are credited with reducing levels of PM2.5 

emissions during the winter season to historically low levels. The rule and outreach 

program together have achieved the highest level of public recognition and compliance 

of any District program, with 80% of Valley residents professing awareness of it based 

on a 2014 public survey.4

 

Annual Check-Before-You-Burn outreach campaigns feature District Governing Board 

members in outdoor, radio, and video media speaking to the public about how to get 

involved in clean air activities. The District also uses extensive social media posts 

(Facebook and Twitter) to reach even more segments of the Valley’s population. In 

addition, the District’s toll-free information line and website receives thousands of “hits” 

 

4

 San Joaquin Valley Air Pollution Control District: Memorandum to SJVUAPCD Governing Board, District’s Public 

Opinion Survey Relating to Residential Wood Burning and Other Habits of Valley Residents. Fresno, CA: Public 

Governing Board Meeting, March 20, 2014. Available at 

http://www.valleyair.org/Board_meetings/GB/agenda_minutes/Agenda/2014/march/final/09.pdf
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during the wood-burning season, specifically to access wood-burning forecast 

information. 

Healthy Air Living 

Most of the District’s outreach activities and programs are covered by the Health Air 

Living umbrella. As a year-round message, the Healthy Air Living idea of “make one 

change” promotes and encourages Valley residents and businesses to implement 

voluntary measures to reduced emissions and improved air quality. Many of the 

emission-reduction recommendations address PM2.5 emissions, either directly emitted 

or as byproducts of other pollutants (e.g. reducing the number of miles traveled in a car 

reduces NOx and, therefore, particulates). Components of the Health Air Living 

message include Blue Sky, Brown Sky; It’s Up To You kids activity kits aimed at 

elementary school students and their parents; the Healthy Air Living Kids Calendar for 

kindergarteners through high-school students; and Healthy Air Living Pledge Cards, 

which are customized for residents, businesses, schools, and faith-based organizations. 

7.6 ADDITIONAL STRATEGIES 

Non-regulatory strategies help accelerate attainment and have been an important part 

of recent District air quality attainment plans. The following strategies are supported by 

the District as alternative methods to reduce emissions in the Valley. 

Energy Efficiency 

The District’s involvement in energy efficiency and renewable energy is guided by its 

Regional Energy Efficiency Strategy (REES), which was adopted in January 2010.5 

This policy identifies the District’s commitment to fostering energy efficiency and clean 

energy alternatives as opportunities for emissions reductions. The District continues to 

work with stakeholders and state agencies to expand net metering and feed-in tariffs for 

use of solar and other renewable energy sources, promote energy efficiency programs 

for energy end users that will result in lower emissions and a more stable electrical 

distribution system, and develop measures that incentivize and encourage low-emission 

technologies for use of waste gas as an alternative to waste-gas venting or flaring. 

Eco-driving 

Eco-Driving refers to everyday techniques that drivers can do to maximize the fuel 

economy of their vehicles. These include observing good operating maintenance, such 

as proper tire pressure, wheel alignment, and oil viscosity; improving aerodynamics; 

traveling at efficient speeds; choosing the appropriate gear for manual transmissions; 

driving defensively to avoid unnecessary braking; accelerating at a constant pace; and 

other simple, yet often forgotten, driving techniques. As with other informational 

 

5

 San Joaquin Valley Air Pollution Control District. (2010). Approval of the District’s Regional Energy Efficiency 

Strategy. Memorandum to the SJVAPCD Governing Board. Public Hearing, January 21, 2010. 

http://www.valleyair.org/Board_meetings/GB/agenda_minutes/Agenda/2010/January/Agenda_Item_7_Jan_21_2010.

pdf 
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activities conducted by the District, an Eco-Driving program could be encompassed 

under the Healthy Air Living umbrella. 

Green Purchasing and Contracting 

Valley businesses and government agencies can get involved in air quality 

improvements by considering the environmental impacts when making purchasing and 

contracting decisions. Green purchasing and contracting is the selection of goods, 

services, and vehicles that have a reduced impact on human health and the 

environment when compared with other products that serve the same purpose. 

The District has created the guideline: Green Purchasing and Contracting: A guide to 

reducing environmental impacts through the procurement process.

6

 The District has 

also set an example for other agencies by adopting and implementing its own Green 

Procurement & sustainable Practices Policy in January 2012. The District will continue 

to support Valley organizations in adopting policies and practices to make green 

purchasing and contracting a routine part of their operations. 

Alternative Energy 

The District encourages cleaner ways of generating electricity and mechanical power, 

and moving vehicles, in addition to overall reductions in energy use. These alternative 

energy choices include renewable energy, waste-to-energy systems, and alternative 

fuels and vehicle technologies. The District also encourages the use of alternative 

energy sources that are clearly cleaner than industry standards in terms of criteria 

pollutants. The District’s Alternative Energy: On the Fast Track to Clean Air7

 is a 

guideline for considering clean energy options in the Valley that discuss, and provide 

additional resources for, the District’s current recommendations regarding the most 

advantageous and viable alternative energy systems. Some examples of alternative 

energy options include solar energy, wind turbines, biomass, dairy digesters, and 

electric irrigation pumps. 

 

 

6

 SJVAPCD. Green Purchasing and Contracting: A guide to reducing environmental impacts through the procurement 

process. Available at http://www.valleyair.org/Programs/FastTrack/2011/GreenPurchasingReport4-6-11%20_2_.pdf. 7

 SJVAPCD. Alternative Energy: On the Fast Track to Clean Air. A Guide for Considering Clean Energy Options in 

the San Joaquin Valley. Available at http://www.valleyair.org/Programs/FastTrack/2011/Alternative%20Energy.pdf 
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