BOARD MEETING DATE: June 13, 1997 AGENDA NO. 27
Report:
Mobile Source Committee
Synopsis:
The Mobile Source Committee met on Friday, May 16, 1997. Presentations were made on the following items: Legislative Update; Update on RTAC Activities Related to SB 836; Status Report on Regional Transportation Plan; 1997 Southern California Ozone Study; Intercredit Rule 2505 Update; and Federal Locomotive MOU. The next meeting is June 27, 1997, at 9:30 a.m., in Conference Room CC-8.
Recommended Action:
Receive and file this report.
Roy Wilson, Chairperson
Mobile Source Committee
ATTENDANCE: Present: Committee Chair Dr. S. Roy Wilson, Committee Vice Chair Nell Soto, and Committee Member Norma Glover. In the absence of Committee Members Mee Hae Lee, Ron Loveridge, and Marvin Braude, and pursuant to the Procedures for Standing Committees of the Governing Board, adopted March 8, 1996, Board Chairman Jon Mikels appointed himself as an ad hoc Member of the Mobile Source Committee for the meeting on May 16, 1997 only. Board Members Cody Cluff (arrived at 9:45 a.m.) and Leonard Paulitz (arrived 11:05 a.m.) were present, not voting. Attachment 1 is an attendance roster.
MOBILE SOURCE COMMITTEE DISCUSSION ITEMS
1. Legislative Update (Attachment 2)
Staff reported on legislative issues as they relate to methyl tertiary butyl ether (MTBE). Staff stated that questions have been raised about possible health effects of MTBE, although U.S. EPA and ARB studies to date do not seem to indicate the need for handling precautions beyond those necessary for any gasoline blend. Staff stated that MTBE has apparently contaminated some drinking water supplies in California and there is growing concern about local well contamination. MTBE is the number one additive in California’s reformulated gasoline. It is estimated that it would take approximately one to three years to find a different additive, especially in light of the fact that MTBE is an integral component of the SIP. Staff gave an update on legislative bills that would affect MTBE. SB 521 (Mountjoy) would ban the use of MTBE. This bill has been revised slightly to allow a fast-track study to be conducted to determine MTBE’s toxicity, its local impacts and viability as an additive. SB 775 (Johannessen) would also require that a study be conducted on MTBE. SB 1189 (Hayden) and AB 592 (Kuehl) are water quality related bills. The Senate Environmental Committee has approved SB 521 and SB 775.
Committee Chair Wilson asked about the timelines for replacing underground gasoline tanks. Staff responded that all tanks must be replaced by the year 2000, and funding may be a potential problem in meeting this deadline. Senator Mountjoy’s bill would remove monies from the tank replacement fund so that funding would have to come from oil refineries. ARB has placed a 20-page report on MTBE on its Internet site (http://arb.ca.gov/homepage.htm).
Staff reported on the Smog Check II Program, which is scheduled to be fully implemented by March 1998. There are potential socioeconomic impacts due to the fact that the $400 repair limit has been eliminated and there is no longer a cap on expenses to properly repair vehicles in order for them to pass the smog check test. There is a 100 ton per day statewide emission reduction requirement, with 40 tons per day being required within the South Coast Basin. Staff stated that there are several Smog Check modification bills. AB 1492 (Baugh) would exempt vehicles from Smog Check II during the vehicle’s first five years. AB 999 (Thomson) would remove smaller cities (with populations less than 50,000) from the program. This would affect the Hemet and San Jacinto area. SB 42 (Kopp) would exempt vehicles that are 25 years or older from the program.
Staff reported on a draft proposal under review by the Inspection and Maintenance Review Committee. The Committee believes $110 million is needed to subsidize repairs and fund extensive vehicle scrappage. Funding sources include $20 million from AB 2766 state funds, $50 million from smog impact fees, and $40 million from smog certificate fees. A Superior Court judge has recently ruled that current placement of smog impact fees directly into the general fund is unconstitutional, and the funds should be placed in separate accounts specifically ear-marked for programs such as automotive repairs and vehicle scrapping. In addition, the current $7.50 smog certificate fee goes directly to the Bureau of Automotive Repair to fund the surveillance and mechanical training programs.
Staff stated that the ARB has released a ten-page report indicating that diesel exhaust from trucks is a toxic air contaminant. Incentives need to be offered so that low emission or alternative fuel options can be implemented. AB 1368 (Villaraigosa) would generate $125 million from a crude oil tax to fund diesel replacement and conversion. SB 1096 (Brulte) offers tax credits for natural gas trucks and refueling stations. Board Chairman Mikels and Committee Member Glover asked staff how franchises set gasoline prices. Staff responded that retail prices are set by the parent company in many cases.
2. Update on RTAC Activities Related to SB 836 (Lewis)
Staff reported RTAC is closely monitoring the study that will determine the methodology to evaluate voluntary ridesharing. Staff stated that the payment of $1.5 million from the AQMD has been made to SCAG.
3. Status Report on Regional Transportation Plan (RTP) (Attachments 3, 4, 5)
Staff stated that SCAG has released the preliminary draft plan and has held workshops to solicit input. Several alternatives have been discussed but none of the alternatives achieve the required emission reduction targets. Staff stated that the County Transportation Commission (CTC) alternative meets fiscal constraints, but has the worst impact on air quality. The SCAG staff alternative introduces the truck lane concept. There is a CALSTART proposal that would consider light rail utilizing clean fuel vehicles. Staff stated that the 18 tons per day emission reduction requirement will not be met by any of the alternatives. The proposal from SCAG’s staff will be short by 6.61 tons per day; the Subregional proposal is short by 13.99 tons per day; and the CTC proposal is short by 14.99 tons per day. Board Chairman Mikels asked staff why the term reactive organic compounds (ROG) is used in the plan and not VOC. Staff responded that ARB still utilizes the term ROG. Committee Member Glover asked staff which of the proposed alternatives was the best for air quality. Staff responded by stating that none of the alternatives in the preliminary draft RTP met AQMP targets. Board Chairman Mikels stated that SCAG has provided several alternatives to generate debate, knowing that some of the proposed alternatives will not be included in the final RTP.
Staff stated it has not been determined whether EMFAC-7F or EMFAC-7G will be used in the RTP. ARB’s EMFAC model generates emission factors for on-road vehicles; updated revisions of the model have led to higher mobile source emission estimates. EMFAC-7F was used in the 1994 AQMP and EMFAC-7G was used in the 1997 AQMP. The use of EMFAC-7F in the RTP would lessen the shortfall to attain the emission reduction requirements. However, most modeling experts feel that EMFAC-7G more accurately reflects the motor vehicle inventory. Staff stated that a meeting will be held in June with the AQMD, SCAG and ARB to discuss whether EMFAC-7F should be used in light of the fact that it has been used in the U.S. EPA approved AQMP versus the use of EMFAC-7G which utilizes the most recent modeling assumptions still pending before U.S. EPA in the 1997 AQMP. Staff stated that the federal conformity regulation states that the approved 1994 SIP emission factors must be used until the 1997 Plan is approved. The 1997 SIP has already been submitted to U.S. EPA. The 1997 AQMP does not include the Indirect Source Rules (ISRs) that were part of the 1994 SIP. The environmental community has stated that they do not want the 1997 SIP to be used as part of the RTP. Committee Chair Wilson asked if there was any way that U.S. EPA could use the most updated, realistic emission factors. Staff stated that U.S. EPA could review and approve the submitted 1997 SIP. SCAG must submit the RTP by February 1998. Staff stated that they have asked SCAG to prepare analysis for the RTP using both EMFAC-7F and EMFAC-7G. Board Chairman Mikels stated that the shortfall appears to be with VOC and not NOx. Staff stated that according to speed correction curves, NOx emissions increase with higher speed. Increased speeds also result in a decrease in hydrocarbons. Lower projected speeds on the highway result in an increase in hydrocarbons. Staff stated that it is easier to reduce NOx than it is to implement strategies to reduce hydrocarbons.
Board Chairman Mikels asked if a saturation point was reached for motor vehicles in terms of mobility, would such an occurrence result in limited sales in the marketplace. Staff stated that it would be infeasible to factor such a scenario into present-day models. Board Chairman Mikels asked staff if the state was required by EPA directives, for modeling purposes, to arrive at the final emission reduction levels. Staff stated that ARB, EPA, and Caltrans have established modeling protocols that must be followed.
Staff stated that a consultant is studying the concept of offering location efficient mortgages, whereby consumers would receive credit via a lower interest rate if the property purchased was within close proximity of transit facilities or if the area was classified as high density. Board Chairman Mikels stated that policymakers at the UCLA Public Policy Conference had predicted opposite results. Staff stated that a presentation will be made at the next committee meeting by the proponents, including discussion of the statistical models they are using relative to vehicle miles traveled and density. Staff will also obtain copies of the UCLA report so that the Committee can compare both evaluations
Staff stated that the Natural Resources Defense Council (NRDC) submitted comments regarding the draft RTP. NRDC stated that the plan fails to meet the Clean Air Act, ISTEA mandates and violates the Civil Rights Act. Staff stated that a meeting has been scheduled for June 3, 1997 with SCAG staff to develop strategies to address emission shortfalls. Staff stated that the RTP is a high priority to the business and environmental community. The Orange County Business Council will be forming an ad hoc committee to review and provide comments on the RTP. Committee Member Glover asked about the status of the Orange County Transportation Authority (OCTA) plan. David Shepard of OCTA stated that an investment study on a major rail project is still included as part of the plan.
4. 1997 Southern California Ozone Study (Attachment 6)
Staff stated that the study was a field measurement program aimed at further understanding ozone formation; in particular, ozone transport in southern California. Staff will analyze air pollution transport during the summer of 1997 and develop new ozone episodes for upcoming AQMP revisions. The last study was conducted in 1987 and data from the study was used in the 1994 AQMP. The 1987 episodes are now over ten years old and are becoming antiquated as emission levels continue to decrease. The oldest ozone episode used in the 1994 AQMP (June 5-7, 1985) has been dropped from the 1997 AQMP analysis due to the lack of upper-air data. Staff stated that funding has been provided by U.S. EPA, U.S. Department of Navy, Coordinating Research Council, ARB, and several air districts. The area under study has been expanded to include potential air pollution transport from Baja California. Committee Vice Chair Soto asked staff if the study would be looking at the emissions that are transported from Baja California, in particular emissions from trucks. Staff responded that the U.S. Department of Energy is looking at potential funding to determine what emissions are a direct result from trucks.
The core element of the SCOS program will be based on remote instruments to collect upper-air meteorological data during a four-month period and the data will be augmented with additional upper-air meteorology information collected from aircraft equipped with special air quality monitoring instruments. Currently there are two upper-air meteorological profilers operating at Los Angeles International Airport and Ontario Airport to collect wind and temperature data. Eventually there will be about 25 profilers strategically located throughout southern California to collect information. In addition to the routine surface air quality data collection, ozone lidars and ozonesondes will be deployed to look at the formation and vertical concentration profile of ozone. Ozonesondes are balloons that have instruments attached to them that record concentration levels as they go vertically up into the air. Board Member Glover asked if these instruments could affect airplanes. Staff responded that the National Weather Service routinely sends out such instrumented-balloons for data collection. Board Chairman Mikels asked staff if the upper atmosphere area contained different levels of pollutants from the lower atmosphere. Staff answered that the upper atmosphere (stratosphere, the region above the troposphere) can contain up to 100 times higher concentration than the lower atmosphere. However, within the troposphere higher ozone concentrations have been observed above the mixed layer.
Staff stated that a technical committee with three smaller subgroups has been formed to plan the study and propose the projects for collecting the air quality, meteorological conditions, and emissions data. Supplemental studies are being conducted to obtain additional information on PM2.5 and assess the impacts of relocating the current shipping route further offshore.
In addition to the funding provided by the various agencies and organization, in-kind services will be provided by AQMD and others. AQMD staff will provide in-kind services such as forecasting, data collection, and analysis of additional photochemical assessment monitoring station (PAMS) data. An AQMD Website will also contain information on daily operations and field readiness.
Board Member Glover asked staff that as part of the upcoming study, if they had researched the reasons as to why the public is not participating in the purchase of electric vehicles. She suggested that staff should identify and address those issues promptly. Committee Chair Wilson stated that the main obstacle in acquiring the vehicles is the price, which can sometimes be double the price of a gasoline powered vehicle.
5. Intercredit Rule 2505 Update (Attachment 7)
Staff stated that the proposed rule would potentially apply to all non-RECLAIM sources. The proposed rule will address credit generation issues such as surplus emission reductions, equity among sources, and interaction with NSR. ARB will be holding a public hearing to approve a statewide intercredit trading rule on May 22, 1997. AQMD will be conducting focus group meetings during June and July. Public workshops will be held during the summer of 1997. The Board hearing is tentatively scheduled for late summer 1997.
6. Federal Locomotive MOU (Attachment 8)
Staff reported on the MOU between the locomotive industry, ARB and U.S. EPA. Emission reductions from locomotives are included in SIP measure M14 which will reduce an estimated 67% of the emissions from locomotives by 2010. U.S. EPA has been working on developing a national standard that will reduce 40% of the emissions required by 2010 and the MOU will achieve the additional reductions in 2010 to reach the 67% target. U.S. EPA, ARB, and the locomotive industry have signed an MOU to meet those emission reductions through the implementation of voluntary operational strategies. Several concerns have been raised regarding the enforceability of the commitment made by the locomotive industry.
The MOU is voluntary and does not guarantee emission reductions even though the 1994 AQMP includes emission reductions as part of the attainment demonstration. In addition, earlier emission reductions are needed to attain the PM10 air quality standard by 2006. Also, new air quality standards under consideration by U.S. EPA for ozone and particulate matter will likely result in a need for additional NOx reductions. Another concern is that the public and the AQMD were not invited to participate in the development of the MOU.
7. Rule 2202 Activity Report/Upcoming Events (Attachment 9)
Written report submitted, no comments.
8. EIR Review and Preparation
Written report submitted, no comments. (This report is included in the June Board package as an attachment to agenda item number 22 "Lead Agency Projects and Environmental Documents Received by the AQMD.")
9. Other Business
There was no other business.
10. Public Comment
Christina Smith from the Association of American Railroads stated that the MOU discussed as item 6 of the Committee agenda does not account for retrofitting of locomotive engines. Ms. Smith stated that there will be some emission reductions achieved by 2000 and 2001. Staff responded that it may be more economical for the Association’s members to operate cleaner engines outside the basin until 2010. There were no further public comments. The meeting was adjourned at 11:20 a.m.