Final Air Quality Study Report

Transcription

1 State Route 58 Widening Project (Rosedale Highway) Final Air Quality Study Report State Route 58 Widening Project Project Limits Extend from Allen Road to 0.1 mile (560 Feet) East of Gibson Street in the City of Bakersfield and the County of Kern Kern County, California District 6-Kern-58 PM 46.1 to PM 51.5 EA number 06-0F360 June 2011

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3 For individuals with sensory disabilities, this document is available in Braille, large print, on audiocassette, or computer disk. To obtain a copy in one of these alternate formats, please call or write to Caltrans, Attn: Kirsten Helton, Central Region Division, 2015 East Shields Avenue, Suite 100 Fresno, CA (661) Voice, or use the California Relay Service TTY number, State Route 58 Widening Project Air Quality Study Report ii

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7 Executive Summary Purpose of the Air Quality Study Report The California Department of Transportation (Caltrans) in cooperation with the City of Bakersfield and the County of Kern, proposes to widen the State Route 58 (SR-58) (project) located within the unincorporated part of Kern County near the City of Bakersfield. The project is located within the Air Basin (Basin) governed by the San Joaquin Valley Air Pollution Control District (SJVAPCD). The Basin is currently designated as nonattainment for particulate matter less than 2.5 microns in diameter (PM 2.5 ) and ozone (O 3 ) and a maintenance area for carbon monoxide (CO) and particulate matter greater than 2.5 microns and less than 10 microns in diameter (PM 10 ). As part of the environmental review process under the National Environmental Policy Act (NEPA) and the California Environmental Quality Act (CEQA) requirements, an evaluation is required to assess air quality impacts from the project. Further, the Clean Air Act (CAA) Amendments of 1990 and California state regulation require all transportation projects located in air quality maintenance and nonattainment areas in the state of California to follow conformity requirements promulgated in their respective regulations (40 Code of Federal Regulations [CFR] Part 93 and Rule 9120) and to conform to the State Implementation Plan (SIP). The SIP is a collection of regulations, programs and policies outlining how the state will clean up polluted areas. By conforming to the SIP, the proponent demonstrates that the transportation project will not add any new air quality violations to the area, will not worsen the current violations, and will not delay the attainment goals of the National Ambient Air Quality Standards (NAAQS). This air quality study evaluated potential air quality impacts related to the construction and operational activities associated with the project by determining whether or not the project would: exceed established construction emission thresholds of significance; cause a carbon monoxide or particulate matter hot spot; violate any ambient air quality standard, contribute substantially to an existing or projected violation or expose sensitive receptors to substantial pollution concentrations; or State Route 58 Widening Report Air Quality Study Report iii

8 Executive Summary have a significant effect on the environment from a cumulative standpoint. This air quality study provides information to make a conformity determination on a regional and project-level basis. Project Description The California Department of Transportation (Caltrans), in cooperation with the City of Bakersfield and the County of Kern, proposes to improve an approximate 5.4-mile segment of SR-58, locally known as Rosedale Highway. The project area is located within unincorporated Kern County and the City of Bakersfield; the limits extend from Allen Road to approximately 560 feet east of Gibson Street. The City of Bakersfield is the lead agency pursuant to the California Environmental Quality Act and Caltrans is the lead agency for the National Environmental Policy Act. The Build Alternative would construct two new lanes from Allen Road to Gibson Street. East of Gibson Street there would only be changes to the road median and lane striping so the new improvements match the existing striping. The median and lane striping would occur for approximately 0.1 mile (560 feet) east of Gibson Street. This would result in a six-lane roadway throughout the project limits (post miles 46.1 to 51.5). Cross streets may also be restriped at their intersections with State Route 58 to improve the traffic operations. Construction is expected to be done in three phases. The first phase would be from Calloway Drive to Gibson Street. The second phase would be from Allen Road to Calloway Drive. Construction on the first two segments is expected to start in early 2014 and be completed in mid The grade separation at the San Joaquin Valley Railroad would be constructed as a final phase, with construction projected to start in 2025 and end in Construction for all phases is expected to be completed within this project s 20-year horizon. Project Purpose and Need The purpose of the proposed project is: To improve east-west traffic flow on the local and regional transportation systems and To improve traffic operations within the corridor to accommodate planned growth. The proposed project is needed to serve existing and projected travel demand along the SR-58 corridor. The project extends through the urban core area of metropolitan Bakersfield, where SR-58 is used to access jobs and commercial uses within the City. State Route 58 Widening Project Air Quality Study Report iv

9 Executive Summary The City of Bakersfield General Plan and the Kern County General Plan both assume SR-58 as a six-lane highway through the project study area. This portion of SR-58 has traffic congestion, especially during the busiest times of the day. The project has also been identified in Safe, Accountable, Flexible, Efficient, Transportation Equity Act: A Legacy for Users (SAFETEA-LU) legislation as part of the National Corridor Infrastructure Improvement Program (Section 1302 of the SAFETEA-LU). Federal, State, and Local Regulations The U.S. Congress enacted the CAA in 1970 and its Amendments in 1977 and Federal air quality regulations are governed primarily by CAA Amendments of The CAA Amendments delegate primary responsibility for clean air to the U.S. Environmental Protection Agency (EPA). The EPA develops rules and regulations to preserve and improve air quality and delegates specific responsibilities to state and local agencies. Under the CAA, the EPA has established the NAAQS for six potential air pollutants: CO, O 3, nitrogen dioxide (NO 2 ), PM 10, PM 2.5, sulfur dioxide (SO 2 ), and lead (Pb). The State of California has developed the California Ambient Air Quality Standards (CAAQS). The California Air Resources Board (CARB), which is part of the California EPA regulatory agency, develops air quality regulations at the state level. The CARB also is responsible for developing motor emissions standards for California vehicles. The state regulations mirror federal regulations by establishing industry-specific pollution controls for criteria, toxic, and nuisance pollutants. California also requires that plans and strategies for attaining CAAQS as set forth in the California Clean Air Act (CCAA) of 1988 be developed throughout the state. These standards are generally more stringent than the federal standards and include four additional pollutants sulfates, hydrogen sulfide, vinyl chloride, and visibility-reducing particulates. The CCAA requires that each local air quality district develop an Air Quality Management Plan (AQMP) that is in compliance with the CAAQS. The project is located within the San Joaquin Valley Air Basin (Basin) governed by the SJVAPCD. The SJVAPCD is the local agency responsible for ensuring that NAAQS and CAAQS are maintained in the central California counties of Kern, Tulare, Kings, Fresno, Madera, Stanislaus, Merced, and San Joaquin. The current federal designation of the Basin is nonattainment for PM 2.5 and O 3 and a maintenance area for CO and PM 10. Emissions Analysis An air quality impact analysis was conducted to determine the significance of the impacts created by the operation of the project on the surrounding area. Potential air quality State Route 58 Widening Project Air Quality Study Report v

10 Executive Summary impacts from the operation of the project are primarily associated with the redistribution of vehicles to the widened SR-58 from nearby roadways. However, operation of the project will decrease traffic congestion, improve traffic flow, and decrease wait time at intersections which reduces localized accumulation of pollutant concentrations. Regional Analysis The project is fully funded and is in the Final 2007 Destination 2030 Regional Transportation Plan (RTP) which was found to conform by the SJVAPCD on May 17, 2007, and the Federal Highway Administration (FHWA) adopted the air quality conformity finding on May The project is also included in the Kern COG financially constrained 2009 Federal Transportation Improvement Program (FTIP), pages 22, 23, 26, and Appendix F-1 and 2. The Kern COG Interim FTIP was found to conform by the FHWA on November 17, The original design concept and scope of the project are consistent with the project description in the 2007 RTP, the 2009 FTIP and the assumptions in the Kern COG regional emissions analysis. The inclusion of the project in the regional RTP and Interim FTIP demonstrates the projects regional conformity to federal and state requirements. The 2011 RTP and FTIP were approved by the EPA on December 14, Furthermore, due to changes made in the project description amendments have been made to the 2011 RTP and FTIP. These amendments adjust some of the project descriptions and years to be more consistent with the new design concept and scope. The amendments are currently available for public review until April 27, 2011 and anticipated to be adopted by the Kern COG Board by June Project-Level Analysis The pollutants of primary concern when assessing project-level impacts of transportation projects are CO, PM 10, and PM 2.5. As a requirement for project-level conformity, a CO and PM analysis must be performed to estimate potential air quality impacts generated from the operation of the project. Project-level hot spot analyses were conducted for CO, PM 10, and PM 2.5 to determine the potential impacts. Carbon Monoxide (CO) Analysis Results from the CO hot-spot modeling analysis demonstrated that for the highest volume and LOS intersections, future predicted CO concentrations were lower than existing levels due to the decrease in emissions factors resulting from improved technology and lower ambient levels. Further, the comparison between future no build and the build alternative indicate that CO concentrations are expected to remain unchanged or slightly lower. As the improvements from the project are not expected to noticeably change overall traffic volumes, vehicular flow near intersections are improved which reduces the accumulation of localized concentrations of CO. It is anticipated that the project would State Route 58 Widening Project Air Quality Study Report vi

11 Executive Summary not contribute to a violation of CO standards and therefore local CO project-level transportation conformity requirements would be satisfied. Particulate Matter (PM) Analysis Upon reviewing preliminary traffic, it was determined that the annual average daily traffic (AADT) information received does not classify the project as a project of air quality concern. However, due to the attainment status of the project area this project will undergo an interagency consultation for PM 2.5 and PM 10 with Caltrans to analyze potential impacts created from the project. Further, an evaluation was performed to assess the project s influence on the change in PM emissions at a localized level from existing to future no build and build conditions. Predicted PM emission levels trend lower from existing to the future no build years 2015 and These PM emission decreases are attributable to enhanced fuel emission control programs implemented on a federal, state and local level. The project provides further reductions in PM emissions by enhancing traffic flow and reducing the wait time at signalized intersections minimizing brake use and tire wear under the build alternative. Therefore, the localized PM 2.5 and PM 10 impacts from the project would be minimal. It is anticipated that the project would not worsen existing air quality, cause an exceedance, or cause any new violations of the PM 2.5 and PM 10 standards. PM project-level transportation conformity requirements are satisfied. Mobile Source Air Toxics (MSATs) Mobile source air toxics (MSATs) emissions were also assessed on a project-level basis. MSATs are comprised of a class of hazardous air pollutants of concern for transportation projects. Pollutant emissions increase when vehicles travel at a low average speed and when idling at intersections. Vehicles will travel at a higher average speed and less idling will occur at intersections with the implementation of the project. MSAT emissions for the build condition decrease from existing and no build conditions. These emission reductions are due to advances in technology and more stringent federal and state standards on vehicle emissions. This decrease will reduce the background level of MSATs as well as the MSAT emissions from this project. Consequently, MSATs impacts are not expected to occur as a result of the project. Climate Change Currently, there are no federal or state approved models and guidance for performing a greenhouse gas (GHG) analysis for transportation projects. However, a quantitative analysis was performed to evaluate the change in GHG emissions from no build to build State Route 58 Widening Project Air Quality Study Report vii

12 Executive Summary conditions. As CO 2 emissions from vehicular traffic are the primary GHG pollutant of concern, CT-EMFAC was utilized to calculate CO 2 emissions. For each analyzed year annual operational CO 2 emissions were compared. CO 2 emissions are expected to increase from existing conditions to 2035 conditions due to increases in total VMT. In future 2015 conditions, VMT decreases from no build conditions to build conditions, resulting in a decrease of CO 2 emissions for Build 2015 conditions. However, in future 2035 conditions, the total VMT is expected to increase from no build to build conditions; therefore, there is a slight increase of CO 2 emissions. Ozone The SJVAPCD has established thresholds of significance for O 3 precursors for the operation of transportation projects. The operation of the project will have a minimal impact on the air basin with the implementation of control measures incorporated from the state and local plans and programs. Further, transportation conformity requirements are satisfied through the inclusion of the project in the conforming regional Interim FTIP. Odors The operation of the project will not be a significant source of offensive orders. The project will modify an existing transportation facility and any odors generated from the project will be similar in nature to odors generated from the existing facility. A site visit determined that there were no unusual or objectionable odors detected from nearby onsite or off-site land uses. Therefore, the project is not anticipated to be exposed to, or generate significant odors. Cumulative Impacts Operational emissions associated with the project are not expected to increase emissions from mobile sources and would provide an air quality benefit in the Basin. Furthermore, implementation of the project, along with other projects included in the regional RTP and Interim FTIP, should further improved traffic flow and decrease congestion within the region. Construction Short-term construction impacts are anticipated to be generated from excavation, grading, hauling, and various other activities needed to construct the project. However, Reactive Organic Gas (ROG) and other emissions are expected to be low due to the limited construction activities scheduled for the project. Therefore, the thresholds of significance established for ROG emissions by the SJVAPCD will not be exceeded during construction of the project. State Route 58 Widening Project Air Quality Study Report viii

13 Executive Summary Further, construction of the project will not create additional odors for the surrounding area. Construction will be conducted on an existing transportation facility. Any odors generated from construction of the facility will be similar in nature to odors generated from the existing facilities. Asbestos Kern County is not among the counties listed as containing serpentine and ultramafic rock (Governor's Office of Planning and Research, October 26, 2000). Therefore, the impact from Naturally Occurring Asbestos (NOA) during construction of the project would be minimal. Indirect Source Review The construction of the project is expected to trigger the SJVAPCD Rule 9510, Indirect Source Review (ISR). The SJVAPCD implemented this rule to reduce emissions of nitrogen oxides (NO x ) and PM 10 from new development projects. Development projects that have a mitigated baseline below 2.0 tons per year for NO x and PM 10 are exempt from the mitigation requirement of the rule. However, the exemption to Rule 9510 does not apply to the widening of SR-58 because more than one half mile of roadway will be constructed and over two tons of NO x is expected to be generated during the construction of the project. Mitigation After a detailed analysis, it has been determined that air quality impacts created from the construction and operation of the project will be minimal, thus no mitigation measures are required. However, it is recommended that the following Best Available Control Measures (BACM) be implemented to minimize the emissions of PM 10 and PM 2.5 during construction as a preventative measure: Minimize land disturbances; Utilize watering trucks to minimize dust; Cover trucks when hauling dirt; Put grading and earth moving on hold when wind gusts exceed 25 miles per hour unless the soil is wet enough to prevent dispersion; Stabilize the surfaces of dirt piles if they are not removed immediately; State Route 58 Widening Project Air Quality Study Report ix

14 Executive Summary Sweep nearby paved streets at least once per day if there is evidence of dirt that has been carried onto the roadway; and Re-vegetate disturbed land as soon as possible. Further, Caltrans Standard Specifications pertaining to dust control and dust palliative is required to be a part of all construction contracts and should effectively reduce and control emission impacts during construction. The provisions of the Caltrans Standard Specifications require the contractor to comply with the SJVAPCD rules, ordinances, and regulations. The SJVAPCD Rule 8021 (Fugitive Dust) specifies actions or control measures to prevent, reduce, or mitigate particulate matter emissions generated from construction, demolition, excavation, extraction, and other earthmoving activities. Other mitigation measures for this proposed project will include asbestos mitigation measures, if structures contain asbestos and are to be demolished; it is the responsibility of the contractor to comply with the Rules and Regulations of the SJVAPCD. Also, the contractor shall comply with the Indirect Source Review (ISR) Rule 9510 by filing the appropriate mitigation applications for the construction period. Further, compliance with Rule 9510 will assist in not exceeding the SJVAPCD NO x thresholds of significance for the duration construction of the project. State Route 58 Widening Project Air Quality Study Report x

15 Table of Contents Executive Summary... iii Chapter 1. Project Description Purpose of the Air Quality Study Report Project Location, Description, and Alternatives... 2 Chapter 2. Regulatory Framework Federal, State, and Local Regulations Air Quality Pollutants and Standards Air Quality Conformity Transportation Conformity Local Regulations Chapter 3. Affected Environment Regional Climate and Topography Sensitive Receptors Climate Change Chapter 4. Emissions Analyses Existing Air Quality Regional Analysis Project-Level Analysis Short-Term Construction Impacts Climate Change Analysis Odors Cumulative Impacts Chapter 5. Avoidance and Mitigation Measures Construction Mitigation Measures Operational Mitigation Measures Climate Change Chapter 6. References Appendix Appendix A Summary of CALINE4 Model Results Appendix B Summary of EMFAC2007 Model Results Appendix C Summary of CT-EMFAC Model Results State Route 58 Widening Project - Air Quality Study Report 1

16 Table of Contents List of Figures Figure 1. Regional Vicinity... 5 Figure 2. Project Location... 7 Figure 3. Sensitive Receptor Locations Figure 4. Sensitive Receptor Location: Vista West High School Figure 5. California GHG Inventory Forecast Figure 6. Golden State Highway Monitoring Station Figure 7. Receptor Locations for Allen Road and State Route 58 Intersection Figure 8. Receptor Locations for Verdugo Lane and State Route 58 Intersection Figure 9. Receptor Locations for Coffee Road and State Route 58 Intersection Figure 10. Receptor Locations for Mohawk Street and State Route 58 Intersection Figure 11. Receptor Locations for Gibson Street and State Route 58 Intersection Figure 12. Receptor Locations for Camino Del Rio Court and State Route 58 Intersection Figure 13. Receptor Locations for State Route 99 SB Ramp and State Route 58 Intersection Figure 14. Fleet CO 2 Emissions vs. Speed (Highway) List of Tables Table 2-1. Federal and State Ambient Air Quality Standards Table 4-1. State and Federal Conformity Table 4-3. Federal and State Attainment Standards and Status Table 4-4. Intersections LOS and Traffic Volumes Table 4-5. Maximum Predicted CO Concentrations Table 4-6. Annual Average Daily Traffic by Segment Table 4-7. Maximum PM 2.5 and PM 10 Emissions Table 4-8. Maximum MSAT Emissions Table 5-1. Rule 8021: Construction Control Measure Options State Route 58 Widening Project - Air Quality Study Report 2

17 Table of Contents List of Abbreviated Terms AB 32 Assembly Bill 32 ADT average daily traffic APCO Air Pollution Control Officer AQMP Air Quality Management Plan BACM Best Available Control Measures Basin San Joaquin Valley Air Basin CAAQS California Ambient Air Quality Standards CAFE Corporate Average Fuel Economy Caltrans California Department of Transportation CAPCOA California Air Pollution Control Officers Association CARB California Air Resources Board CASAC Clean Air Scientific Advisory Committee CCAA California Clean Air Act CCAP Climate Change Action Plan CEQA California Environmental Quality Act CFR Code of Federal Regulations CH 4 methane City City of Bakersfield CAA Clean Air Act CO carbon monoxide CO 2 carbon dioxide County County of Kern DCP Dust Control Plan DE Diesel exhaust EIRs Environmental impact reports EPA U.S. Environmental Protection Agency FHWA Federal Highway Administration FTIP Federal Transportation Improvement Program GCC greenhouse climate change GHG Greenhouse gas HFCs hydrofluorocarbons HFE hydrofluorinated ethers IPCC Intergovernmental Panel on Climate Change IRIS Integrated Risk Information System ISR Indirect Source Review Kern COG Kern Council of Governments LOS level-of-service MPO Metropolitan Planning Organization MSATs mobile source air toxics MVEB Motor vehicle emission budget State Route 58 Widening Project - Air Quality Study Report 3

18 Table of Contents List of Abbreviated Terms continued N 2 O NAAQS NATA NEPA NESCAUM NF 3 NO 2 NO x O 3 Pb PFCs PM 10 PM 2.5 POAQCs ROGs RTIP RTP SAFETEA SAFETEA-LU SF 6 SIP SJVAPCD SO 2 SR TRIP UNFCCC VMT nitrous oxide National Ambient Air Quality Standards National Air Toxics Assessment National Environmental Policy Act Northeast States for Coordinated Air Use Management nitrogen trifluoride nitrogen dioxide nitrogen oxides ozone lead perfluorocarbons particulate matter 10 microns or less in diameter particulate matter 2.5 microns or less in diameter projects of air quality concern Reactive Organic Gases Regional Transportation Improvement Program Regional Transportation Plan Safe, Accountable, Flexible, Efficient Transportation Equity Act Safe, Accountable, Flexible, Efficient, Transportation Equity Act: A Legacy for Users sulfur hexafluoride State Implementation Plan San Joaquin Valley Air Pollution Control District sulfur dioxide State Route Thomas Roads Improvement Program United Nations Framework Convention on Climate Change vehicle miles traveled State Route 58 Widening Project - Air Quality Study Report 4

19 Chapter 1. Project Description 1.1. Purpose of the Air Quality Study Report The California Department of Transportation (Caltrans) in cooperation with the City of Bakersfield (City) and the County of Kern (County) proposes to widen the State Route 58 (SR-58) (project), as shown in Figure 1 and 2, located within the unincorporated part of Kern County near the City of Bakersfield. This project is one of several transportation improvement projects identified in the Safe, Accountable, Flexible, Efficient, Transportation Equity Act: A Legacy for Users (SAFETEA-LU) legislation that will receive federal funding, aimed at improving traffic congestion, capacity and circulation in the Bakersfield area. As part of the environmental review process under National Environmental Policy Act (NEPA) and California Environmental Quality Act (CEQA) requirements, an evaluation is required to assess air quality impacts from the project. The project is located within the San Joaquin Valley Air Basin (Basin) and under the local jurisdiction of the San Joaquin Valley Air Pollution Control District (SJVAPCD). The Basin is designated as a maintenance and nonattainment area for three federal criteria pollutants which requires the project to meet Transportation Conformity requirements under the Clean Air Act (CAA) Amendments of 1990, and the recent revisions by the Safe, Accountable, Flexible, Efficient Transportation Equity Act (SAFETEA) (August 10, 2005), and the Federal Regulations 40 CFR (Code of Federal Regulations) Part 93. This air quality study will provide information to determine whether a conformity determination can be made on a regional and project-level basis to satisfy these requirements. Pollutant emissions would primarily be generated during the construction and operation of the project. Therefore, this air quality study will evaluate potential air quality impacts to determine whether or not the project will: exceed established construction emission thresholds of significance; cause a carbon monoxide or particulate matter hot spot; violate any ambient air quality standard, contribute substantially to an existing or projected violation or expose sensitive receptors to substantial pollution concentrations; or have a significant effect on the environment from a cumulative standpoint. State Route 58 Widening Project - Air Quality Study Report 1

20 Chapter 1 Project Description The results of the air quality study will provide information to determine whether a conformity determination can be made on a regional and project-level basis Project Location, Description, and Alternatives Project Purpose The purpose of the proposed project is: To improve east-west traffic flow on the local and regional transportation systems and To improve traffic operations within the corridor to accommodate planned growth. Project Need The proposed project is needed to serve existing and projected travel demand along the SR-58 corridor. The project extends through the urban core area of metropolitan Bakersfield, where SR-58 is used to access jobs and commercial uses within the City. The City of Bakersfield General Plan and the Kern County General Plan both assume SR-58 as a six-lane highway through the project study area. This portion of SR-58 has traffic congestion, especially during the busiest times of the day. The project has also been identified in the SAFETEA-LU legislation as part of the National Corridor Infrastructure Improvement Program (Section 1302 of the SAFETEA-LU). Project Description The California Department of Transportation (Caltrans), in cooperation with the City of Bakersfield and the County of Kern, proposes to improve an approximate 5.4-mile segment of SR-58, locally known as Rosedale Highway. The project area is located within unincorporated Kern County and the City of Bakersfield; the limits extend from Allen Road to approximately 560 feet east of Gibson Street. One Build Alternative and the No Build Alternative have been evaluated. The City of Bakersfield is the lead agency pursuant to the California Environmental Quality Act and Caltrans is the lead agency for the National Environmental Policy Act. Build Alternative The Build Alternative would construct two new lanes from Allen Road to Gibson Street. East of Gibson Street there would only be changes to the road median and lane striping so the new improvements match the existing striping. The median and lane striping would occur for approximately 0.1 mile (560 feet) east of Gibson Street. This would result in a six-lane roadway throughout the project limits (post miles 46.1 to 51.5). Cross streets may also be restriped at their intersections with State Route 58 to improve the traffic operations. State Route 58 Widening Project - Air Quality Study Report 2

21 Chapter 1 Project Description Ultimate improvements would include a grade-separated rail crossing that would be constructed between Mohawk Street and Landco Drive. As part of the first phase of improvements, the road would be widened to six lanes, the railroad gates would be installed, and 11-foot turnouts would be provided to allow trucks and busses to move outside traffic lanes. As part of the final phase of the project, a grade-separated rail crossing (where the road would go over the railroad tracks) would be provided. The roadway would be designed to local (City and County) standards for the portion of the project between Allen Road and Mohawk Street. This is the portion of the project where Caltrans will relinquish the right-of-way to the local agencies. The standard crosssection for this portion of the roadway would be 110 feet. Between Mohawk Street and Gibson Street, the roadway would be designed to State standards. Property would need to be acquired for this alternative. Along with the roadway widening, there would also be the following changes along the roadway: Traffic signals and signage would need to be relocated because the roadway would be wider. Minor changes, such as restriping approach lanes to provide an additional turn lane on the side-street approaches to State Route 58, would be constructed at the cross streets because State Route 58 would be wider. Utilities and drainage facilities would be relocated because of the wider roadway, including above-ground utilities such as power poles, and storm drain inlets. Existing landscaping and irrigation would be replaced in the median along the proposed project alignment if it is damaged by construction. The depth of construction for the State Route 58 widening is expected to be five feet or less in all locations except where new bridge columns are required (at the west crossing of the Calloway Canal and at the proposed overcrossing). In these locations, the maximum depth of ground disturbance is expected to be about 45 feet from pile driving (no major excavation). San Joaquin Valley Railroad Grade Separation The project proposes a grade separation over the San Joaquin Valley Railroad (rail line between Mohawk Street and Landco Drive). The proposed grade separation would be built on the current alignment for State Route 58. A temporary route on the north side of State Route 58 Widening Project - Air Quality Study Report 3

22 Chapter 1 Project Description the roadway would be provided during construction to maintain roadway function. In this location, additional right-of-way would be required. Borrow material would be required for the grade separation and would be environmentally cleared by the contractor. Project Phasing Construction is expected to be done in three phases. The first phase would be from Calloway Drive to Gibson Street. The second phase would be from Allen Road to Calloway Drive. Construction on the first two segments is expected to start in early 2014 and be completed in mid The grade separation at the San Joaquin Valley Railroad would be constructed as a final phase, with construction projected to start in 2025 and end in Construction for all phases is expected to be completed within this project s 20-year horizon. The roadway would be open through all phases of construction. No detours are expected to be necessary. During construction of the grade-separation, a temporary route on the north side of the roadway would be provided during construction to allow traffic to continue to use State Route 58. The temporary route would be located next to the roadway and would use property that would be bought as part of the project. Relocation/reconstruction of utilities and drainage facilities within the proposed right-of-way would include power poles, underground utilities, and storm drains. Utility relocations are expected to be accomplished without interrupting service. Drainage improvements would include installation of operational Best Management Practices. No-Build Alternative The No Build Alternative would not provide any improvements to SR-58. Without the proposed widening, the No Build Alternative does not address congestion and traffic delays that could be expected as traffic volumes increase. Improvements that are planned for other roadways as part of separate projects would still be built. State Route 58 Widening Project - Air Quality Study Report 4

23 Chapter 1 Project Description Not to Scale Figure 1. Regional Vicinity State Route 58 Widening Project Air Quality Study Report State Route 58 Widening Project - Air Quality Study Report 5

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25 Chapter 1 Project Description Figure 2. Project Location State Route 58 Widening Project Air Quality Study Report State Route 58 Widening Project - Air Quality Study Report 7

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27 Chapter 2. Regulatory Framework 2.1. Federal, State, and Local Regulations The U.S. Congress enacted the CAA in 1970 and its Amendments in 1977 and The CAA Amendments of 1990 comprise the primary legislation that governs federal air quality regulations. The CAA Amendments delegate primary responsibility for clean air to the U.S. Environmental Protection Agency (EPA). The EPA develops rules and regulations to preserve and improve air quality and delegates specific responsibilities to state and local agencies. Under the CAA, the EPA has established the National Ambient Air Quality Standards (NAAQS) for six potential air pollutants: carbon monoxide (CO), ozone (O 3 ), nitrogen dioxide (NO 2 ), suspended particulate matter (PM 10 & PM 2.5 ), sulfur dioxide (SO 2 ), and lead (Pb). The EPA developed two maximum ambient thresholds in the NAAQS to protect human health and to prevent the further deterioration of the environment. Primary standards were developed to set limits to protect public health, including members of the public who are particularly sensitive to air quality pollution, such as children, the elderly, and those that suffer from chronic lung and respiratory conditions. Secondary standards were set to protect the surrounding environment, animals, crops, vegetation, and buildings. The CAA Amendments of 1977 require that each state develop and maintain a State Implementation Plan (SIP) for each criteria pollutant that is in nonattainment of the federal NAAQS. A SIP consists of rules, technical documentation and agreements that an individual state will use to avoid and minimize emissions of pollutants that are in nonattainment of the NAAQS. The State of California has developed the California Ambient Air Quality Standards (CAAQS). The California Air Resources Board (CARB), which is part of the California EPA regulatory agency, develops air quality regulations at the state level. The CARB also is responsible for developing motor emissions standards for California vehicles. The state regulations mirror federal regulations by establishing industry-specific pollution controls for criteria, toxic, and nuisance pollutants. California also requires that plans and strategies for attaining CAAQS as set forth in the California Clean Air Act (CCAA) of 1988 be developed throughout the state. These standards are generally more stringent than the federal standards and include four additional pollutants -- sulfates, hydrogen sulfide, vinyl chloride, and visibility-reducing particulates. The CCAA requires that each State Route 58 Widening Project - Air Quality Study Report 9

28 Chapter 2 Regulatory Framework local air quality district develop an Air Quality Management Plan (AQMP) that is in compliance with the CAAQS. The SJVAPCD is the local agency responsible for ensuring that NAAQS and CAAQS are maintained in the central California counties of Tulare, Kings, Fresno, Madera, Stanislaus, Merced, San Joaquin, and the western portion of Kern County. The Basin is currently designated as nonattainment for PM 2.5 and O 3 and as a maintenance area for CO and PM 10. An area is designated as a nonattainment area when a measured concentration of any one of the six criteria pollutants exceeds the NAAQS. An area remains a nonattainment area until concentrations are in compliance with the NAAQS. Only after measured concentrations have fallen below the NAAQS can the state apply for redesignation to attainment by submitting a ten year plan outlining the areas strategies for meeting and maintaining air quality standards that follow the CAA. The redesignated area will be referred to as an air quality maintenance area until the standard has been sustained for a period of at least ten years. In 1996, the CARB approved the "Carbon Monoxide Redesignation Request and Maintenance Plan for Ten Federal Planning Areas" as part of the SIP for Carbon Monoxide. The City of Bakersfield is listed as one of the ten areas in the plan. The EPA approved this revision on June 1, 1998 and redesignated the ten areas to attainment. On July 22, 2004, the CARB approved an update to the SIP that displays how the ten areas will maintain the standard through 2018, by revising emission estimates, and establishing new on-road motor vehicle emission budgets for transportation conformity purposes. On September 25, 2008, the EPA redesignated the Basin to attainment for the PM 10 and approved the PM 10 Maintenance Plan, drafted by the SJVAPCD. AQMPs for O 3 and PM 2.5 are currently being reviewed by the EPA. The CARB submitted the 2004 Extreme Ozone Attainment Demonstration Plan to the EPA on November 15, On August 21, 2008, the SJVAPCD adopted Clarifications for the 2004 Extreme Ozone Attainment Demonstration Plan for 1-hour Ozone. On March 8, 2010, the EPA approved San Joaquin Valley's 2004 Extreme Ozone Attainment Plan for 1-hour ozone. On June 30, 2008 CARB submitted the 2008 PM2.5 Plan to the EPA. In recent developments, April 23, 2010, the EPA has found certain motor vehicle emission budgets (MVEBs) in the PM 2.5 Plan to be adequate for transportation conformity purposes. The EPA determined that the 2009 and 2012 MVEBs of 3.4 and 3 tons per day, respectively, were adequate for transportation conformity decisions. State Route 58 Widening Project - Air Quality Study Report 10

29 Chapter 2 Regulatory Framework The Kern Council of Governments (Kern COG) is the federally designated Metropolitan Planning Organization (MPO) in the region. Both the SJVAPCD and the Kern COG are responsible for drafting plans and programs to improve air quality within the Basin; however, the Kern COG is specifically responsible for transportation planning in the western portion of Kern County. Further, the Kern COG is the primary transportation facilitator in the county, responsible for determining priority projects, assuring money accepted for improving transportation has been properly utilized and performing air quality conformity analysis on transportation projects in the Federal Transportation Improvement Program (FTIP) Air Quality Pollutants and Standards As stated previously, federal, state and local agencies have established ambient air quality standards for six criteria pollutants: CO, O 3, PM 10, PM 2.5, NO 2, SO 2, and Pb as presented in Table 2-1. O 3 and PM are generally considered to be regional pollutants because they or their precursors affect air quality on a regional scale. Pollutants such as CO, PM, NO 2, SO 2, and Pb are considered to be local pollutants because they tend to accumulate in the air locally. In the project area, PM, O 3, and CO are pollutants of particular concern as the Basin is currently designated as nonattainment for PM 2.5 and O 3 and a maintenance area for CO and PM 10. A. Carbon Monoxide (CO): CO is a public health concern because it combines readily with hemoglobin and thus reduces the amount of oxygen transported in the bloodstream. Effects on humans range from slight headaches to nausea to death. For urban areas, the internal combustion engines of motor vehicles are the principal sources of CO that cause ambient air quality levels to exceed the NAAQS. State and federal CO standards have been set for both 1-hour and 8-hour averaging times. The state 1-hour standard is 20 parts per million (ppm) by volume, and the federal 1-hour is 35 ppm. Both the state and federal standards are 9 ppm for the 8-hour averaging period. High CO levels develop primarily during winter when periods of light wind combine with ground-level temperature inversions. These conditions result in reduced dispersion of vehicle emissions. In addition, motor vehicles emit more CO in cool temperatures than in warm temperatures. B. Ozone (O 3 ): O 3 is not emitted directly into the air but is formed by a photochemical reaction in the atmosphere. O 3 precursors, which include NO x and ROGs, react in the atmosphere in the presence of sunlight to form ozone. Groundlevel and stratosphere-level O 3 share the same chemical structure; however, their State Route 58 Widening Project - Air Quality Study Report 11

30 Chapter 2 Regulatory Framework effects differ greatly due to their positions in the atmosphere. Ground-level O 3 has adverse effects due to its potential impacts to human health, while stratospheric O 3 has a protective effect by shielding the earth s surface from harmful radiation. When O 3 is inhaled, it can cause a variety of health problems such as chest pain, coughing, throat irritation, and congestion. State and federal standards for O 3 have been set for a 1-hour averaging time. The state requires that O 3 concentration not exceed 0.09 ppm of O 3 being produced in a given area in 1 hour. The federal 1- hour O 3 standard was revoked by the EPA in The federal 8-hour O 3 standard is ppm and the state standard is 0.07 ppm. C. Particulate Matter (PM 10 ) & (PM 2.5 ): PM emissions are generated by a wide variety of sources, including agricultural activities, industrial emissions, dust suspended by vehicle traffic and construction equipment, and secondary aerosols formed by reactions in the atmosphere. The NAAQS for particulate matter applies to two classes of particulate: PM 2.5, particulate matter 2.5 microns or less in diameter, and PM 10, particulate matter 10 microns or less in diameter. PM of ten microns in diameter and smaller pose the greatest health problems by being able to bypass the nose and throat s natural filtration systems and enter deep into the lungs, heart, and bloodstream. This can cause difficulty with breathing (including aggravating asthma), irregular heartbeat, nonfatal heart attacks, and premature death in people with heart or lung problems. The state PM 10 standards are 50 micrograms per cubic meter (µg/m 3 ) as a 24-hour average and 20 µg/m 3 as an annual arithmetic mean. The federal PM 10 standard is 150 µg/m 3 as a 24-hour average. The federal standards for PM 2.5 are 15 µg/m 3 and 35 µg/m 3 for annual and 24 hours respectively. The state standard for PM 2.5 is 12 µg/m 3 as an annual arithmetic mean. There is no separate state standard for 24-hour PM 2.5. D. Nitrogen Dioxide (NO 2 ): NO 2 belongs to a family of highly reactive gases called NO x. These gases form when fuel is burned at high temperatures, and come principally from motor vehicle exhaust and stationary sources such as electric utilities and industrial boilers. A suffocating, brownish gas, NO 2 is a strong oxidizing agent that reacts in air to form corrosive nitric acid, as well as toxic organic nitrates. It also plays a major role in the atmospheric reactions that produce ground-level O 3 (or smog), which can trigger serious respiratory problems. The EPA's health-based national air quality standard for NO 2 is ppm. Recently, the Northeast States for Coordinated Air Use Management (NESCAUM) have proposed to the EPA a new standard for NO 2 based on new epidemiologic and toxicological data that support the need for a short-term NO 2 State Route 58 Widening Project - Air Quality Study Report 12

31 Chapter 2 Regulatory Framework standard. The NESCAUM also suggests that the current annual standard, without a supplemental short-term standard, may not be adequately protective of public health. With this evidence, the EPA and the Clean Air Scientific Advisory Committee (CASAC) have recognized the need for a short-term NO 2 standard. Further, short-term NO 2 exposures (i.e., 30 minutes to 24 hours) have been linked to increased airway reactivity, worsened control of asthma, and increased incidences of respiratory illnesses and symptoms. The NESCAUM recommends that the EPA establish a one-hour NO 2 NAAQS at a level no higher than 100 ppb, using the 99th percentile option. E. Sulfur Dioxide (SO 2 ): SO 2 belongs to the family of sulfur oxide gases (SO x ). These gases are formed when fuel containing sulfur (mainly coal and oil) is burned, and during metal smelting and other industrial processes. SO 2 contributes to respiratory illness, particularly in children and the elderly, and aggravates existing heart and lung diseases. SO 2 also contributes to the formation of acid rain, which causes damages to trees, crops, historic buildings, and monuments; and makes soils, lakes, and streams acidic. The EPA's health-based national air quality standard for SO 2 is ppm (measured on an annual average) and 0.14 ppm (measured over 24 hours). F. Lead (Pb): Pb is a metal found naturally in the environment as well as in manufactured products. Once taken into the body, Pb distributes throughout the body in the blood and is accumulated in the bones. Depending on the level of exposure, lead can adversely affect the nervous system, kidney function, immune system, reproductive and developmental systems and the cardiovascular system. The major sources of Pb emissions have historically been motor vehicles and industrial sources. Due to the phase out of leaded gasoline, metal processing is the major source of Pb emissions to the air today. The highest levels of Pb in air are generally found near lead smelters. Other stationary sources are waste incinerators, utilities, and lead-acid battery manufacturers. On October 15, 2008 the EPA signed a final rule to tighten allowable Pb concentrations from 1.5 µg/m 3 to 0.15 µg/m 3. The EPA said it strengthened the standards after a thorough review of the science on lead, advice from the Clean Air Scientific Advisory Committee, and consideration of public comments. The EPA has noted that the existing monitoring network for lead is not sufficient to determine whether many areas of the country would meet the revised standards. As a result, the EPA is redesigning the nation's lead monitoring network. No later than October 2011, the EPA will designate areas that must take additional steps to State Route 58 Widening Project - Air Quality Study Report 13

32 Chapter 2 Regulatory Framework reduce lead air emissions. States will have five years to meet the new standards after designations take effect. G. Mobile Source Air Toxics: In addition to the criteria pollutants, mobile source air toxics (MSATs) are another group of pollutants of concern in the Basin. Transportation projects with a high potential for MSAT effects are required to perform a project-level MSAT analysis. The CAA identified 188 air toxics, also known as hazardous air pollutants. The EPA has assessed this expansive list in their latest rule on the Control of Hazardous Air Pollutants from Mobile Sources (Federal Register, Vol. 72, No. 37, page 8430, February 26, 2007) and identified a group of 93 compounds emitted from mobile sources that are listed in their Integrated Risk Information System (IRIS) ( In addition, EPA identified seven compounds with significant contributions from mobile sources that are among the national and regional-scale cancer risk drivers from their 1999 National Air Toxics Assessment (NATA) ( These are acrolein, benzene, 1,3-butadiene, diesel particulate matter plus diesel exhaust organic gases (diesel PM), formaldehyde, naphthalene, and polycyclic organic matter. These seven pollutants have been considered the priority transportationrelated air toxics. These air toxic pollutants are emitted in lower quantities than the six criteria pollutants regulated by the EPA. However, exposure to these pollutants for long periods of time and in significant concentrations increases the chances of cancer or other serious health effects. These health effects can include damage to the immune system, neurological problems, reproductive, developmental, respiratory, and other serious health problems. The EPA in continues to assess the risks of various exposure levels to these pollutants. The following is the EPA s most current information on the hazards of these pollutants: Benzene is characterized as a known human carcinogen. Acrolein is known for its acute non-cancerous effects that can cause great damage to the lungs when inhaled. Formaldehyde is a probable human carcinogen, based on limited evidence in humans, and sufficient evidence in animals. 1,3-butadiene is characterized as carcinogenic to humans by inhalation. State Route 58 Widening Project - Air Quality Study Report 14

33 Chapter 2 Regulatory Framework Diesel exhaust (DE) is likely to be carcinogenic to humans by inhalation from environmental exposures. Diesel exhaust as reviewed in this document is the combination of diesel particulate matter and diesel exhaust organic gases. Exposure to large amounts of naphthalene may cause nausea, vomiting, diarrhea, blood in the urine, and jaundice (yellow coloration of the skin). Polycyclic is classified as a probable human carcinogen. Diesel exhaust also causes chronic respiratory effects, possibly the primary noncancerous hazard from MSATs. Prolonged exposures may impair pulmonary function and could produce symptoms such as cough, phlegm, and chronic bronchitis. For the purpose of the MSAT impact evaluation under NEPA, the Federal Highway Administration (FHWA) has developed the Interim Guidance on Air Toxic Analysis in NEPA Documents, a tiered approach for analyzing MSATs. The FHWA has identified three levels of analysis depending on a project s specific circumstances and potential MSAT impacts: (1) no analysis for projects with no potential for meaningful MSAT effects; (2) qualitative analysis for projects with low potential MSAT effects; and (3) quantitative analysis to differentiate alternatives for projects with higher potential MSAT effects. H. Greenhouse Gases (GHG): Global Climate Change (GCC) refers to changes in average climatic conditions on Earth as a whole, including temperature, wind patterns, precipitation and storms. Global temperatures are moderated by naturally occurring atmospheric gases, including water vapor, carbon dioxide (CO 2 ), methane (CH 4 ) and nitrous oxide (N 2 O), which are known as greenhouse gases (GHGs). These gases allow solar radiation (sunlight) into the Earth s atmosphere, but prevent radioactive heat from escaping, thus warming the Earth s atmosphere. Gases that trap heat in the atmosphere are often called greenhouse gases, analogous to a greenhouse. GHGs are emitted by both natural processes and human activities. The accumulation of GHGs in the atmosphere regulates the Earth s temperature. Without these natural GHGs, the Earth s temperature would be about 61º Fahrenheit cooler (California EPA 2006). Emissions from human activities, such as electricity production and vehicle use, have elevated the concentration of these gases in the atmosphere. State Route 58 Widening Project - Air Quality Study Report 15

34 Chapter 2 Regulatory Framework GHGs have been at the center of a widely contested political, economic, and scientific debate surrounding GCC. Although the conceptual existence of GCC is generally accepted, the extent to which GHGs contribute to it remains a source of debate. The State of California has been at the forefront of developing solutions to address GCC. GCC refers to any significant change in measures of climate, such as average temperature, precipitation, or wind patterns over a period of time. GCC may result from natural factors, natural processes, and/or human activities that change the composition of the atmosphere and alter the surface and features of land. Global climate change attributable to anthropogenic (human) emissions of GHGs (mainly carbon dioxide [CO 2 ], methane [CH 4 ] and nitrous oxide [N 2 O]) is currently one of the most important and widely debated scientific, economic and political issues in the United States. Historical records indicate that global climate changes have occurred in the past due to natural phenomena (such as during previous ice ages). Some data indicate that the current global conditions differ from past climate changes in rate and magnitude. The United Nations Intergovernmental Panel (Panel) on Climate Change constructed several emission trajectories of GHGs needed to stabilize global temperatures and climate change impacts. The Panel concluded that a stabilization of GHGs at 400 to 450 ppm CO 2 equivalent concentration is required to keep global mean warming below 35.6º Fahrenheit (2º Celsius), which is assumed to be necessary to avoid dangerous climate change (Association of Environmental Professionals 2007). State law defines greenhouse gases as any of the following compounds: CO 2, CH 4, N 2 O, hydrofluorocarbons (HFCs), perfluorocarbons (PFCs) and sulfur hexafluoride (SF 6 ) (California Health and Safety Code Section 38505(g).) CO 2, followed by CH 4 and N 2 O, are the most common GHGs that result from human activity. State Route 58 Widening Project - Air Quality Study Report 16

35 Chapter 2 Regulatory Framework Table 2-1. Federal and State Ambient Air Quality Standards Ozone (O 3) Pollutant Carbon Monoxide (CO) Nitrogen Dioxide (NO 2) Sulfur Dioxide (SO 2) Particulate Matter (PM 10) Particulate Matter fine (PM 2.5) Averaging Time State Standards (CAAQS) Concentrations Federal Standards (NAAQS) 8 hour.07 ppm (137 µg/m 3 ).075 ppm (157 µg/m 3 ) 1 hour.09 ppm (180 µg/m 3 ) NA 8 hour 9 ppm (10 mg/m 3 ) 9 ppm (10 mg/m 3 ) 1 hour 20 ppm (23 mg/m 3 ) 35 ppm (40 mg/m 3 ) Annual arithmetic mean ppm ppm (100 µg/m 3 ) 1 hour 0.18 ppm 100 ppb Annual arithmetic mean NA.03 ppm (80 µg/m 3 ) 24 hour.04 ppm (105 µg/m 3 ).14 ppm (365 µg/m 3 ) 1 hour.25 ppm (655 µg/m 3 ) 75 ppb Annual arithmetic mean 20 µg/m 3 NA 24 hour 50 µg/m µg/m 3 Annual arithmetic mean 12 µg/m 3 15 µg/m 3 24 hour No separate state standard 35 µg/m 3 [a] Sulfates 24 hour 25 µg/m 3 NA Lead (Pb) Rolling 3-month Average NA 0.15 µg/m 3 30-day average 1.5 µg/m 3 NA Quarterly Average 1.5 µg/m 3 Hydrogen Sulfide 1 hour.03 ppm (42 µg/m 3 ) NA Vinyl Chloride (chloroethene) Visibility-Reducing Particles Notes: 24 hour.01 ppm (26 µg/m 3 ) NA 8 hour (10:00 a.m. to 6:00 p.m. Pacific Standard Time) Extinction coefficient of 0.23 kilometer visibility of 10 miles or more due to particles when relative humidity is less than 70 percent. mg/m 3 =milligrams per cubic meter; NA=no standard implemented; ppm=part per million; µg/m 3 =micrograms per cubic meter; ppb=parts per billion [a] EPA Region 9, correspondence states that the old PM hour standard of 65 µg/m 3 be utilized as this standard was the standard provided when the SIP was last approved. Source: California Air Resources Board (11/17/08) and Environmental Protection Agency (10/13/06) NA 2.3. Air Quality Conformity The CAA Amendments of 1990 and California state regulation require all transportation projects located in air quality maintenance and nonattainment areas in the state of California to follow conformity requirements promulgated in their respective regulations (40 CFR Part 93 and Rule 9120) and to conform to the SIP. The SIP is a collection of regulations, programs and policies outlining how the state will clean up polluted areas. State Route 58 Widening Project - Air Quality Study Report 17

36 Chapter 2 Regulatory Framework By conforming to the SIP, the proponent demonstrates that the transportation project will not add any new air quality violations to the area, will not worsen the current violations, and/or will not delay the attainment goals of the NAAQS. The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) made a number of revisions to the Clean Air Act's transportation conformity provisions. In particular, SAFETEA-LU made the following changes: 1. Changes 18-month trigger to two years for redetermination of conformity after certain air quality planning actions. 2. Changes frequency of conformity for plans and Transportation Improvement Programs (TIPs) from every 3 years to every 4 years. 3. Provides option for MPOs to shorten the time horizon for conformity determination. 4. Allows Transportation Conformity Measures (TCMs) to be substituted or to be added to existing TCMs without a SIP mechanism. 5. Provides a 12-month grace period before a lapse occurs after an applicable deadline is missed. 6. Limits Conformity SIPs to interagency consultation and enforcement provisions. SAFETEA-LU required the EPA to revise the Transportation Conformity Rule by August 10, 2007, two years after the enactment of SAFETEA-LU Transportation Conformity The CAA requires that all transportation plans, programs, and projects that are funded by or approved under Title 23 and 49 of United States Code or Federal Transit Laws conform to state or federal air quality plans. This process involves passing an air quality conformity test that will forecast future emissions of air pollution to determine whether the amount of future pollution resulting from the project would be within the allowable limit for motor vehicle emissions. Transportation conformity must be determined for all pollutants for which a region is designated as a nonattainment or maintenance area. In the SJVAPCD, those pollutants are PM, O 3, and CO. Transportation projects also generate CO, which is considered a localized pollutant. CO modeling is required to determine whether a transportation project would cause or contribute to localized violations of CO NAAQS. Regional conformity must be determined based on a full study at least every 3 years. In California, it is determined at least every two years when the state-required Regional Transportation Plan (RTP) updates are done. In addition, a new FTIP is required every State Route 58 Widening Project - Air Quality Study Report 18

37 Chapter 2 Regulatory Framework four years, for which a conformity determination is required. Amendments to both the RTP and TIP between mandated conformity analyses also must have conformity demonstrated, including a full-scale revision of the regional analysis if regionally significant projects are added, deleted, or significantly modified. Regional conformity is demonstrated by showing that the project is included in a conforming RTP and TIP with substantially the same design concept and scope that was used for the regional conformity analysis. Project level conformity is demonstrated by showing that a project will not cause a localized exceedance of CO and/or PM 10 standards, and that it will not interfere with timely implementation of TCMs called out in the SIP. The Final Rule has the following key elements: This rule requires that PM 2.5 hot spot analyses be performed only for projects of air quality concern (POAQCs). Examples of POAQCs include proposed new or expanded transportation facilities with significant diesel traffic, intermodal freight or bus terminals, and major highway projects and congested intersections involving significant diesel traffic. No hot spot analyses will be required for most projects in PM 2.5 areas, because most projects are not an air quality concern. This final rule also streamlines existing PM 10 hot spot requirements in a similar way. The streamlined approach in this final rule will ensure that transportation and air quality agencies in PM 2.5 and PM 10 areas use their resources efficiently, while achieving clean air goals. In both PM 2.5 and PM 10 areas, a quantitative hot spot analysis is not required until the EPA issues a new motor vehicles emissions model capable of estimating local emissions as well as future hot spot modeling guidance. Qualitative analyses will apply in the interim. Further, due to the attainment status of the project area, this project will undergo interagency consultation with Caltrans to analyze potential impacts of this project. This rule extends an existing flexibility by allowing the U.S. Department of Transportation to make categorical hot spot findings, which waive PM2.5 and PM10 hot spot reviews for categories of projects where modeling shows that there is no air quality concern. State Route 58 Widening Project - Air Quality Study Report 19

38 Chapter 2 Regulatory Framework 2.5. Local Regulations Air Quality Plans The project is located in the San Joaquin Valley Air Basin (SJVAB) in the jurisdiction of the San Joaquin Air Pollution Control District (SJVAPCD), which administers air quality regulations developed at the federal, state, and local levels. The SJVAPCD has adopted several attainment plans to achieve state and federal air quality standards to comply with the California Clean Air Act (CCAA) and the Federal Clean Air Act Amendments (FCAAA). The SJVAPCD must continuously monitor its progress in implementing attainment plans and must periodically report to ARB and the EPA. It must also periodically revise its attainment plans to reflect new conditions and requirements in accordance with schedules mandated by the CCAA and FCAAA. Following are descriptions and current statuses of the SJVAPCD s various air quality plans. State Route 58 Widening Project - Air Quality Study Report 20

39 Chapter 2 Regulatory Framework Ozone Federal 1-Hour Ozone After passage of the FCAAA, the SJVAB was classified seriousǁ nonattainment for the federal 1- hour ozone standard. Accordingly, the SJVAPCD prepared and submitted the 1994 Ozone Attainment Demonstration Plan which projected attainment of the federal ozone standard by This goal was not achieved by the deadline and the SJVAB was reclassified from serious to severe nonattainment with a new attainment deadline of November 15, The SJVAPCD began preparing a Severe Ozone Attainment Demonstration Plan in 2001 and determined that attainment could not be achieved by the 2005 deadline. The SJVAPCD requested reclassification from severe to extreme nonattainment with a new attainment deadline of November 15, ARB approved and submitted to EPA the 2004 Extreme Ozone Attainment Demonstration Plan for approval in November In June 2005, the U.S. EPA revoked in full the federal 1-hour ozone ambient air quality standard, including associated designations and classifications, in the SJVAB. As such, transportation conformity and de minimis thresholds for 1-hour ozone no longer apply, contingency measures are not needed, and EPA will not make a finding of a failure to attain. However, other requirements still apply, including anti-backsliding provisions, rate of progress reductions, reasonably available control technologies (RACT), and black box measures (provisions of an Extreme Area s implementation plan that anticipate development of new control techniques of improvement of existing control technologies) (SJVAPCD, 2008). State 1-Hour Ozone In accordance with the CCAA, the SJVAPCD prepared the Air Quality Attainment Plan in 1991 which was subsequently approved by ARB in The California Health and Safety Code requires that a report be prepared every three years that summarizes the progress made by the SJVAPCD in meeting the schedules for developing, adopting and implementing the air pollution control measures contained in the SJVAPCD s plan. The SJVAPCD submitted the California Clean Air Act Triennial Progress Report and Plan Revision, to ARB in March 2001 (SJVAPCD, 2008). Chapter 8 of the 2004 Extreme Ozone Attainment Plan represents the third Triennial Progress Report and Plan Revision for the District; as such, it covers the period The original due date for the District s Triennial Progress Report and Plan Revision was December 31, 2003 (SJVAPCD, 2004). The SJVAPCD has not yet submitted an update to this report. State Route 58 Widening Project - Air Quality Study Report 21

40 Chapter 2 Regulatory Framework Federal 8-Hour Ozone The SJVAB was classified as seriousǁ nonattainment for the federal 8-hour ozone standard on April 15, 2004 and was given an attainment deadline of June 15, The SJVAPCD approved the 2007 Ozone Plan on April 30, 2007 and submitted it, on schedule, to the U.S. EPA on June 15, The plan is currently being reviewed by the EPA (SJVAPCD, 2008). Carbon Monoxide The 1992 Federal Attainment Plan for Carbon Monoxide established the regulatory groundwork in order to bring the SJVAB into compliance with the NAAQS for carbon monoxide. The Final Carbon Monoxide Redesignation Request and Maintenance Plan for Ten Federal Planning Areas (April 1996) demonstrated that the SJVAB was in compliance with the NAAQS for carbon monoxide and requested redesignation to attainment status. This plan was approved by the U.S. EPA on June 1, The SJVAPCD revised this maintenance plan in 1998 and 2004 (SJVAPCD, 2008). Particulate Matter PM10 After passage of the FCAAA, the SJVAB was classified nonattainment for PM10 and was required to adopt a PM10 plan by November 15, The SJVAPCD submitted a plan but was unable to demonstrate attainment by the deadline of December 31, This resulted in reclassification to seriousǁ nonattainment with a new attainment deadline of December 31, On May 15, 1997, the SJVAPCD submitted a PM10 Attainment Demonstration Plan; however, the EPA indicated that it intended to disapprove the plan and the SJVAPCD withdrew it. Following interagency consultation, EPA approved the 2003 PM10 Plan on May 26, 2004 and approved the 2005 Amendments to the 2003 PM10 Plan on May 19, On September 25, 2008, EPA redesignated the San Joaquin Valley to attainment for the PM10 NAAQS and approved the District's 2007 PM10 Maintenance Plan and Request for Redesignation (SJVAPCD, 2008). PM2.5 The U.S. EPA adopted the first NAAQS for PM2.5 in 1997 and classified the SJVAB as nonattainment. The SJVAPCD prepared and adopted the 2008 PM2.5 Plan in April 2008 which plans for attainment of the 1997 federal standards, the 2006 federal standards, and the state standard as soon as possible (SJVAPCD, 2008). State Route 58 Widening Project - Air Quality Study Report 22

41 Chapter 2 Regulatory Framework Rules and Regulations The SJVAPCD has a number of rules and regulations that could apply to the proposed project: Regulation VIII is comprised of SJVAPCD Rules 8011 through 8081 which are designed to reduce PM10 emissions (predominantly dust/dirt) generated by human activity, including construction and demolition activities, road construction, bulk materials storage, paved and unpaved roads, carryout and track out, and landfill operations. Construction activities and associated equipment generate emissions of pollutants such as CO, PM 10, PM 2.5, and O 3 precursors. The SJVAPCD has determined that these pollutants emissions may cause an air quality impact only in cases of very large or very intense construction projects. Therefore, these pollutants are only considered on a case-by-case basis. The SJVAPCD recommends a qualitative approach in evaluating the PM 10 construction impacts. Sufficient mitigation to reduce construction PM 10 impacts would be achieved by demonstrating compliance with Regulation VIII, Fugitive PM 10 Prohibitions and implementation of all other control measures. Rule 4102 Nuisance. This rule applies to any source operation that emits or may emit air contaminants or other materials. In the event that the project or construction of the project creates a public nuisance, it could be in violation and subject to SJVAPCD enforcement actions. Rule 4601 Architectural Coatings. This rule limits volatile organic compounds from architectural coatings by specifying architectural coatings storage, clean up and labeling requirements and applies to any person who supplies, sells, offers for sale, applies, or solicits the application of any architectural coating. In the case of the project, these coatings include line striping. Rule 4641 Cutback, Slow Cure, and Emulsified Asphalt, Paving and Maintenance Operations. If asphalt paving will be used, then paving operations of the proposed project will be subject to Rule This rule applies to the manufacture and use of cutback asphalt, slow cure asphalt and emulsified asphalt for paving and maintenance operations. Rule 8021 Construction, Demolition, Excavation, and Other Earthmoving Activities. SJVAPCD Rule 8021 requires owners or operators of construction projects to submit a Dust Control Plan to the SJVAPCD if at any time the project involves non-residential developments of five or more acres of disturbed surface State Route 58 Widening Project - Air Quality Study Report 23

42 Chapter 2 Regulatory Framework area or moving, depositing, or relocating of more than 2,500 cubic yards per day of bulk materials on at least three days of the project. The proposed project will meet these criteria and will be required to submit a Dust Control Plan to the SJVAPCD in order to comply with this rule. Threshold for Project Operations The following O 3 precursor emissions thresholds for the operation of a project have been established by the SJVAPCD: 10 tons per year of Reactive Organic Gases (ROGs); and 10 tons per year of nitrogen oxides (NO x ) These thresholds are for both direct and indirect emissions. Projects in the Basin with operation-related emissions that exceed these thresholds are considered to have significant air quality impacts. Threshold for Odor Odors are considered to be on of the most noticable forms of air pollution to the general public. Offensive orders rarely cause people physical harm. However, they can potentially cause agitation, anger and concern to the public about the possibility of negative health effects, especially in residential neighborhoods. Any project with the potential to frequently expose the public to objectionable orders would be deemed to be have an impact. Cumulative Impacts Local pollutant impacts are cumulatively significant when available data indicates that the combined concentrations from the project and other existing and planned projects exceed air quality standards. A qualitative assessment will be conducted on the cumulative impacts of the project in combination with other planned projects within the Basin. Any proposed project that would individually have an air quality impact shall be considered to have a cumulative air quality impact. State Route 58 Widening Project - Air Quality Study Report 24

43 Chapter 3. Affected Environment 3.1. Regional Climate and Topography The project is located in the valley portion of Kern County which is within the Basin, approximately 250 miles lon g a nd 35 m il es wide. The Basin is surrounded by the Coast Ranges in the west, the Sierra Nevada Mountains in the east, and the Tehachapi Mountains in the south. The terrain in the project area is generally flat; however, the land to the northwest slopes slightly downward. The elevation in the project area ranges from 400 feet above sea level near SR 99 and 326 feet above sea level near SR 43. The climate in Bakersfield is typical for the southern Basin area with hot dry summers and cooler winters characterized by dense Tule fog. In the summer, the average high temperatures are about 97 F, and the average low temperatures are about 68 F. The wind in the summer is thermally driven by rising air in the Mojave Desert. Wind flow thus becomes northwesterly and flows through the valley, through the Tehachapi pass into the Mojave Desert. In the winter the average high temperatures are about 59 F, and the average low temperatures are about 43 F. Temperatures in the winter will reach a high of 40 F during times of Tule fog conditions. The primary factors affecting ambient air quality impacts are wind direction and speed, as well as atmospheric stability. The meteorological profile of the Basin is dominated synoptic conditions and by a diurnal, thermally-driven wind circulation pattern. This pattern is affected by mountain ranges and valleys. Precipitation in the southern Basin is influenced by Pacific storms in the winter months, with little or no precipitation in the summer. About 90 percent of the precipitation in the area occurs between December 1 and April 1. The Basin area is characterized by persistent temperature inversions, which have a direct effect on the dispersion rates of air pollutants. During the summer months the inversion periods can augment the formation of O 3. In the winter months, steep inversion layers typically set up after the passage of a cold front, forming what is commonly referred to as a Tule fog. These fogs can last for days, and under stagnant conditions can be characterized by a buildup of particulates or carbon monoxide. State Route 58 Widening Project - Air Quality Study Report 25

44 Chapter 3 Affected Environment 3.2. Sensitive Receptors A field investigation was performed to identify land sensitive receptors within the project area. Land uses spanning SR-58 vary from agricultural and rural residential to heavily commercial and industrial. From Allen Road to the end of the proposed project, 560 feet east of Gibson Street land uses are primarily industrial/commercial properties mixed with residential homes, schools and churches. Single-family residences, multifamily residences, hotels, and churches were identified within 500 feet of the project location. Generally, people that are more susceptible to air quality are young children, the elderly, and people with immune deficiencies. Therefore, land uses, such as schools, daycare facilities, hospitals, elderly care facilities, and other areas that are occupied by people susceptible to air quality pollutants are considered sensitive air quality receptors. One clinic and one drug treatment facility were identified within 500 feet of the project rightof way, although, it is assumed that people would not be there any longer than they are in an office building. However, there are four schools located near the project: ABC Preschool Academy, Rosedale Middle School, Vista West High School, and a pre-school through high school located at the Community Church of Life as shown in Figures 3 and 4. State Route 58 Widening Project - Air Quality Study Report 26

45 Chapter 3 Affected Environment ABC Preschool Academy Rosedale Middle School Figure 3. Sensitive Receptor Locations State Route 58 Widening Project Air Quality Study Report State Route 58 Widening Project - Air Quality Study Report 27

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47 Chapter 3 Affected Environment Community Church of Life Vista West High School Figure 4. Sensitive Receptor Location: Vista West High School State Route 58 Widening Project Air Quality Study Report State Route 58 Widening Project - Air Quality Study Report 29

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49 Chapter 3 Affected Environment 3.3. Climate Change While climate change has been a concern since at least 1988, as evidenced by the establishment of the United Nations and World Meteorological Organization s Intergovernmental Panel on Climate Change (IPCC), the efforts devoted to greenhouse gas (GHG) emissions reduction and climate change research and policy have increased dramatically in recent years. These efforts are primarily concerned with the emissions of GHG related to human activity that include carbon dioxide (CO2), methane, nitrous oxide, tetrafluoromethane, hexafluoroethane, sulfur hexafluoride, HFC-23 (fluoroform), HFC- 134a (s, s, s, 2 tetrafluoroethane), and HFC-152a (difluoroethane). In 2002, with the passage of Assembly Bill 1493 (AB 1493), California launched an innovative and pro-active approach to dealing with greenhouse gas emissions and climate change at the state level. Assembly Bill 1493 requires the California Air Resources Board (CARB) to develop and implement regulations to reduce automobile and light truck greenhouse gas emissions. These stricter emissions standards were designed to apply to automobiles and light trucks beginning with the 2009-model year; however, in order to enact the standards California needed a waiver from the U.S. Environmental Protection Agency (EPA). The waiver was denied by Environmental Protection Agency in December 2007 and efforts to overturn the decision had been unsuccessful. See California v. Environmental Protection Agency, 9th Cir. Jul. 25, 2008, No However, on January 26, 2009, it was announced that EPA would reconsider their decision regarding the denial of California s waiver. On May 18, 2009, President Obama announced the enactment of a 35.5 mpg fuel economy standard for automobiles and light duty trucks which will take effect in On June 30, 2009 EPA granted California the waiver. California is expected to enforce its standards for 2009 to 2011 and then look to the federal government to implement equivalent standards for 2012 to The granting of the waiver will also allow California to implement even stronger standards in the future. The state is expected to start developing new standards for the post-2016 model years later this year. On June 1, 2005, Governor Arnold Schwarzenegger signed Executive Order S The goal of this Executive Order is to reduce California s GHG emissions to: 1) 2000 levels by 2010, 2) 1990 levels by the 2020 and 3) 80 percent below the 1990 levels by the year In 2006, this goal was further reinforced with the passage of Assembly Bill 32 (AB 32), the Global Warming Solutions Act of AB 32 sets the same overall GHG emissions reduction goals while further mandating that CARB create a plan, which includes market mechanisms, and implement rules to achieve real, quantifiable, cost- State Route 58 Widening Project - Air Quality Study Report 31

50 Chapter 3 Affected Environment effective reductions of greenhouse gases. Executive Order S further directs state agencies to begin implementing AB 32, including the recommendations made by the state s Climate Action Team. With Executive Order S-01-07, Governor Schwarzenegger set forth the low carbon fuel standard for California. Under this executive order, the carbon intensity of California s transportation fuels is to be reduced by at least 10 percent by Climate change and GHG reduction is also a concern at the federal level; however, at this time, no legislation or regulations have been enacted specifically addressing GHG emissions reductions and climate change. California, in conjunction with several environmental organizations and several other states, sued to force the U.S. Environmental Protection Agency (EPA) to regulate GHG as a pollutant under the Clean Air Act (Massachusetts vs. Environmental Protection Agency et al., 549 U.S. 497 (2007). The court ruled that GHG does fit within the Clean Air Act s definition of a pollutant, and that the EPA does have the authority to regulate GHG. Despite the Supreme Court ruling, there are no promulgated federal regulations to date limiting GHG emissions. On December 7, 2009, the EPA Administrator signed two distinct findings regarding greenhouse gases under section 202(a) of the Clean Air Act: Endangerment Finding: The Administrator finds that the current and projected concentrations of the six key well-mixed greenhouse gases--carbon dioxide (CO 2 ), methane (CH 4 ), nitrous oxide (N 2 O), hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), and sulfur hexafluoride (SF 6 )--in the atmosphere threaten the public health and welfare of current and future generations. Cause or Contribute Finding: The Administrator finds that the combined emissions of these well-mixed greenhouse gases from new motor vehicles and new motor vehicle engines contribute to the greenhouse gas pollution which threatens public health and welfare. Although these findings did not themselves impose any requirements on industry or other entities, this action was a prerequisite to finalizing the U.S. Environmental Protection Agency s Proposed Greenhouse Gas Emission Standards for Light-Duty Vehicles, which was published on September 15, On May 7, 2010 the final Light-Duty Vehicle Greenhouse Gas Emissions Standards and Corporate Average Fuel Economy Standards was published in the Federal Register. State Route 58 Widening Project - Air Quality Study Report 32

51 Chapter 3 Affected Environment The final combined U.S. Environmental Protection Agency and National Highway Traffic Safety Administration standards that make up the first phase of this national program apply to passenger cars, light-duty trucks, and medium-duty passenger vehicles, covering model years 2012 through They require these vehicles to meet an estimated combined average emissions level of 250 grams of carbon dioxide per mile, equivalent to 35.5 miles per gallon if the automobile industry were to meet this carbon dioxide level solely through fuel economy improvements. Together, these standards will cut greenhouse gas emissions by an estimated 960 million metric tons and 1.8 billion barrels of oil over the lifetime of the vehicles sold under the program (model years ). According to Recommendations by the Association of Environmental Professionals on How to Analyze GHG Emissions and Global Climate Change in CEQA Documents (March 5, 2007), an individual project does not generate enough greenhouse gas emissions to significantly influence global climate change. Rather, global climate change is a cumulative impact. This means that a project may participate in a potential impact through its incremental contribution combined with the contributions of all other sources of greenhouse gas. In assessing cumulative impacts, it must be determined if a project s incremental effect is cumulatively considerable.ǁ See CEQA Guidelines sections 15064(i)(1) and To make this determination the incremental impacts of the project must be compared with the effects of past, current, and probable future projects. To gather sufficient information on a global scale of all past, current, and future projects in order to make this determination is a difficult if not impossible task. As part of its supporting documentation for the Draft Scoping Plan, the California Air Resources Board recently released an updated version of the greenhouse gas inventory for California (June 26, 2008). Shown below, Figure 5, is a graph from that update that shows the total greenhouse gas emissions for California for 1990, average, and 2020 projected if no action is taken. State Route 58 Widening Project - Air Quality Study Report 33

52 Chapter 3 Affected Environment Figure 5. California GHG Inventory Forecast Caltrans and its parent agency, the Business, Transportation, and Housing Agency, have taken an active role in addressing greenhouse gas emission reduction and climate change. Recognizing that 98 percent of California s greenhouse gas emissions are from the burning of fossil fuels and 40 percent of all human made greenhouse gas emissions are from transportation (see Climate Action Program at Caltrans (December 2006), Caltrans has created and is implementing the Climate Action Program at Caltrans that was published in December This document can be found at: State Route 58 Widening Project - Air Quality Study Report 34

53 Chapter 4. Emissions Analyses An air quality analysis will be conducted to assess changes in air quality created by the operation of the project on the surrounding area. Potential air quality impacts from the operation of the project are primarily associated with the redistribution of vehicles to the widened SR-58 from nearby roadways. Impacts generated from the redistribution of traffic include incremental changes to vehicle miles traveled (VMT) and average daily traffic (ADT) along SR-58. Changes in these traffic patterns along the highway could potentially change the overall concentrations of pollutant levels from vehicle exhaust emissions throughout the project area. Operation related emissions will be assessed on a regional and project-level. Regional impacts will be analyzed based on the inclusion of the project in the region s RTP and TIP. The RTP provides current and future transportation and air quality goals, policies, and actions to reduce future air quality pollutant emissions and concentrations. The TIP is a plan for the incremental implementation of the long-range RTP. The pollutants of primary concern when assessing project-level impacts of transportation projects are CO, PM 10, and PM 2.5. Elevated concentrations of these pollutants tend to accumulate near areas of heavy traffic congestion where average vehicle speeds are low. Tailpipe emissions are of concern when assessing localized impacts of CO, PM 10, and PM 2.5 along paved roads. MSATs and GHG emissions will also be assessed on a project-level basis. MSATs are potentially hazardous toxic pollutants associated with transportation projects while GHG emissions are related to climate change and have been the recent focus of federal and state agencies for analyzing potential impacts. Potential changes in vehicle hours traveled (VHT) or VMT can add to GHG pollutant emissions. State Route 58 Widening Project - Air Quality Study Report 35

54 Chapter 4 Emissions Analyses 4.1. Existing Air Quality Regional air quality is monitored locally by the SJVAPCD in conjunction with the CARB. These two agencies operate a network of approximately nine air quality monitoring stations throughout the Basin. The SJVAPCD relies on one or more monitoring stations to document local air pollutant concentration levels. The EPA determines regional air quality status based on data collected from permanent monitoring stations. An area is classified as attainment" if the primary NAAQS have been achieved and "non-attainment" if the NAAQS are not achieved. Within the project area, NO 2, SO 2, and Pb are currently in attainment with federal and state standards while PM 2.5 and O 3 are designated as nonattainment. The Basin air quality status is summarized below in Table 4-1. The EPA redesignated the Basin as a maintenance area for CO in 1996 and PM 10 in The Basin continues to maintain the CO emissions throughout the area and is within attainment of federal and state standards. Table 4-1. State and Federal Conformity Pollutant Federal Conformity State Conformity 8-hour Ozone (O 3) Non-Attainment Non-Attainment Carbon Monoxide (CO) Maintenance Area Attainment Particulate Matter (PM 10) Maintenance Area Non-Attainment Particulate Matter (PM 2.5) Non-Attainment Non-Attainment Sulfur Dioxide (SO 2) Attainment Attainment Nitrogen Dioxide (NO 2) Attainment Attainment Hydrogen Sulfide (H 2S) No standards Unclassified Notes: Source: SJVAPCD website and CARB website, December The Golden State Highway monitoring facility, as shown in Figure 6, is the nearest air quality monitoring station to the project area which provides monitoring data for NO 2, CO, O 3, PM 10 and PM 2.5. Currently, there are no monitoring stations that measure SO 2 or Pb concentrations near the project area because there has not been a credible risk of either pollutant violating federal or state standards in this area. NO 2 concentrations are not of concern due to the limited amount of emissions related to the operation of the project. NO 2 emissions measured at the monitoring facility are well below the federal and state standards and have not exceeded standards for over ten years. State Route 58 Widening Project - Air Quality Study Report 36

55 Chapter 4 Emissions Analyses Table 4-2 presents the last three years of monitoring data at the project s closest monitoring station. Over the past three years, CO concentrations in the project area have been well below the 1-hour and 8-hour federal and state standards and no exceedances have been recorded for over ten years. The EPA revoked the O 3 1-hour standard in June 2005; however, there are still CAAQS for 1-hour concentrations. Therefore, both 1-hour and 8-hour O 3 concentrations are included in Table 4-2. Concentrations collected demonstrate that the area has exceeded the 8-hour O 3 federal and state standards. In 2008, O 3 exceeded federal standards, in 2008 there was a decrease in exceedances, and finally in 2010 a slight increase in concentrations. Federal Standard State Standard Max 1-hour No Federal Standard 0.09 ppm Ozone (O 3) Table 4-2. Ambient Air Quality at Golden State Highway Monitoring Station 1 Max 8-hour ppm 0.07 ppm Carbon Monoxide (CO) Max 1-hour 35 ppm 20 ppm Max 8-hour 9.0 Ppm 9.0 Ppm Max 24-hour PM 2.5 PM 10 Annual Arithmetic Average Max 24-hour 65 [a] µg/m 3 µg/m 3 µg/m 3 No State Standard Annual Arithmetic Average No Federal Standard µg/m 3 µg/m 3 µg/m ppm Ppm N/A N/A 61.5 µg/m 3 N/A µg/m ppm ppm ppm ppm µg/m 3 µg/m 3 µg/m 3 N/A ppm ppm ppm ppm µg/m 3 µg/m 3 µg/m 3 µg/m 3 Notes: ppm = parts per million µg/m 3 = micrograms per cubic meter [a] EPA, Region 9, states that the old PM hour standard of 65 µg/m 3 be utilized; since this standard was the standard provided when the SIP was last approved. (1) Address of monitoring station: 1128 Golden State Highway, Bakersfield, CA N/A Concentrations were not available Concentrations were not available Source: EPA web page, N/A Non-attainment of the PM 10 federal standard is demonstrated when concentrations are exceeded more than once per year averaged over three years. Maximum 24-hour PM 10 concentrations shown in Table 4-2 exceed the standard, however, these exceedances occurred during an exceptional event. An exceptional event is when there is a natural occurrence that may disrupt the typical climate within a certain area. In light of this, the SJVAPCD has filed with the EPA to dismiss these concentration values as all other maximum concentrations collected for the past three years were below the NAAQS of 150 µg/m 3. Therefore, EPA has designated the Basin as a maintenance area for PM 10. State Route 58 Widening Project - Air Quality Study Report 37

56 Chapter 4 Emissions Analyses Monitored data presented in Table 8-2 indicate that the maximum PM 2.5 concentrations collected exceeded the 24-hour federal standard once over the past three years. The federal annual standards were not exceeded in the last three years. State Route 58 Widening Project - Air Quality Study Report 38

57 Chapter 4 Emissions Analyses State Route 58 Golden State Highway Monitoring Station Figure 6. Golden State Highway Monitoring Station State Route 58 Widening Project Air Quality Study Report State Route 58 Widening Project - Air Quality Study Report 39

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59 Chapter 4 Emissions Analyses 4.2. Regional Analysis The operation of the project is expected to have a minimal effect on regional air quality. The project is fully funded and is in the Final 2007 Destination 2030 Regional Transportation Plan which was found to conform by Kern COG on May 17, 2007, and the FHWA adopted the air quality conformity finding in May The project is also included in the Kern COG s financially constrained 2009 Federal Transportation Improvement Program, pages 22, 23, 26, and Appendix F-1 and 2. The Interim FTIP was found to conform by the FHWA on November 17, The design concept and scope of the project is consistent with the project description in the 2007 RTP, the 2009 FTIP and the assumptions in the Kern COG s regional emissions analysis. The inclusion of the project in the regional RTP and Interim FTIP demonstrates the projects regional conformity to federal and state requirements. The 2011 RTP and FTIP were approved by the EPA on December 14, Furthermore, due to changes made in the project description amendments have been made to the 2011 RTP and FTIP. These amendments adjust some of the project descriptions and years to be more consistent with the new design concept and scope. It is anticipated that the amendments will be available for public review by February/March 2011 and adopted by the Kern COG Board by June Project-Level Analysis The widening of SR-58 will relieve traffic congestion and delay time at local intersections and will improve circulation to accommodate future traffic increases. These project improvements are considered to provide a minimal impact to air quality in the surrounding area. The pollutants of concern when analyzing transportation project-level impacts are CO, PM 10, and PM 2.5 as these pollutants have a tendency to accumulate around intersections with heavy traffic congestion where vehicles are traveling at slower speeds. Operations of vehicles are responsible for a large percentage of CO concentrations in urban and suburban areas. In April 1996, the EPA approved the CO Maintenance Plan for the project area and redesignated the area as attainment in June As a requirement for project-level conformity, a CO analysis must be performed to estimate potential air quality impacts generated from operations of the project. CO concentrations are analyzed by performing a CO hot-spot modeling analysis at local intersections near congested roadways and intersections using the CARB s emission factor model, EMFAC2007, and Caltrans dispersions model, CALINE4 to predict worst-case CO concentrations. Hot- State Route 58 Widening Project - Air Quality Study Report 41

60 Chapter 4 Emissions Analyses spot modeling was performed in the immediate project vicinity to obtain CO concentration levels for existing, no-build and future build conditions for comparison with federal and state CO air quality standards. In addition, PM 2.5 and PM 10 hot-spots can also occur where large amounts of traffic operate under congested conditions. Vehicle congestions can increase tire and brake wear, which are main sources of PM emissions. PM 10 and PM 2.5 are both localized and regional pollutants. If wind speeds are low or stagnant, PM will settle near its emission source. Accumulation of PM at a project-level has the potential to create hot-spots within the project area. In September 2008, the EPA redesignated the Basin to attainment for the PM 10 NAAQS and approved the PM 10 Maintenance Plan. On March 10, 2006 the EPA published amendments to the Transportation Conformity Rule that establish conformity criteria and procedures for determining which transportation projects must be analyzed for local air quality impacts. These amendments update the requirements for the analysis of project-level air quality impacts in PM 10 and PM 2.5 nonattainment and maintenance areas. As required by the amended transportation conformity rule, a qualitative PM 10 and PM 2.5 hot-spot analysis is included as part of the project-level conformity analysis. Criteria Pollutant Table 4-3. Federal and State Attainment Standards and Status Federal Standards (National Ambient Air Quality Standards) Federal Attainment Status State Standards (California Ambient Air Quality Standards) State Attainment Status Ozone (O 3) 8-hour ppm Non-Attainment ppm Non-Attainment Carbon Monoxide (CO) 8-hour 9.0 ppm Maintenance 9.0 ppm Attainment Carbon Monoxide (CO) 1-hour 35 ppm Maintenance 20 ppm Attainment Particulate Matter (PM 10) 24-hour Particulate Matter (PM 2.5) 24-hour Particulate Matter. (PM 2.5) Annual 150 µg/m 3 Maintenance 50 µg/m 3 Non-Attainment 35 µg/m 3[a] Non-Attainment No Separate State Standard 15.0 µg/m 3 12 µg/m 3 Non-Attainment Notes: ppm=parts per million µg/m 3 = micrograms per cubic meter [a] EPA Region 9, correspondence states that the old PM hour standard of 65 µg/m 3 be utilized as this standard was the standard provided when the SIP was last approved. Source: EPA website, and SJVAPCD website, Carbon Monixide (CO) Analysis The project is located in a CO maintenance area; therefore, federal air quality conformity standards must demonstrate transportation activities associated with the project will not State Route 58 Widening Project - Air Quality Study Report 42

61 Chapter 4 Emissions Analyses cause new air quality violations, worsen existing violations, or delay timely attainment of the NAAQS. To satisfy this requirement, air quality modeling was used to demonstrate whether any new violations are likely to occur or if existing conditions will worsen as a result of the project. Localized CO impacts resulting from the project alternative were evaluated following Caltrans guidance document, Transportation Project-Level Carbon Monoxide Protocol (CO Protocol), (UCD, 1997). Localized CO impacts were analyzed by estimating maximum ambient CO concentrations near intersections having the greatest potential impact as a result of the project for the years 2015 and Further, CO concentrations were estimated for existing conditions and no build conditions and compared with build conditions. The predicted concentrations were then compared with NAAQS and CAAQS for CO. A total of 24 intersections were screened using level-of-service (LOS) and traffic data estimates to identify their potential to create a CO hot spot. In general, the project will improve traffic flow and increase average vehicle speeds along SR-58 relative to the no build condition. The project will either improve or have little to no effect on the overall performance of 17 of 24 screened intersections based on LOS and average peak-hour traffic volumes. Although some intersections will experience a slight increase in volume or degradation in LOS, the project is anticipated to have a minimal impact on existing air quality. The CO Protocol recommends performing further analysis at signalized intersections where the LOS is downgraded to E or F as a result of the project. Using this criterion and considering overall peak-hour volumes of traffic through the intersections, the following seven intersections were identified as areas where potential CO hot spots could occur: Allen Road and State Route 58 Intersection Verdugo Lane and State Route 58 Intersection Coffee Road and State Route 58 Intersection Mohawk Street and State Route 58 Intersection Gibson Street and State Route 58 Intersection State Route 58 Widening Project - Air Quality Study Report 43

62 Chapter 4 Emissions Analyses Camino del Rio Court and State Route 58 Intersection State Route 99 Southbound Ramp and State Route 58 Intersection LOS and total intersection volumes are shown in Table 4-4. Table 4-4. Intersections LOS and Traffic Volumes Existing Conditions 2015 No Build 2015 Build 2035 No Build 2035 Build Intersection LOS Total Traffic Volumes LOS Total Traffic Volumes LOS Total Traffic Volumes LOS Total Traffic Volumes LOS Total Traffic Volumes Allen Road/Rosedale Highway Verdugo Lane/Rosedale Highway Coffee Road/Rosedale Highway Mohawk Street/Rosedale Highway Gibson Street/Rosedale Highway Camino del Rio/Rosedale Highway E 3227 F 4665 F 4710 F 5515 D 5565 E 3191 E 3810 D 3920 F 4345 E 4535 E 5980 F 7055 F 7055 F 7750 D 7750 C 3954 F 6190 D 6225 F 8525 E 8575 C 4206 F 5715 C 5715 F 5955 E 5955 C 5054 E 6525 E 6525 E 6895 E 6895 SR 99 Southbound Ramp/Rosedale Highway Notes: (1) LOS is based on PM peak-hour conditions Source: Fehr and Peers, 2010 D 6364 C 8005 C 8005 E 8270 E 8270 The CO hot spot modeling was performed according to the methodology outlined in the CO Protocol. The CO emission factors were calculated with EMFAC2007, using default vehicle population data for the air basin. Emission factors were estimated for approach (1mph) and acceleration (10mph) vehicle speeds at each intersection. Parameters used in the EMFAC2007 modeling and the resulting emission factors are presented in Appendix A. CO concentrations were calculated using Caltrans CALINE4, a dispersion model that predicts CO impacts near roadways. CO concentrations were estimated using traffic data obtained from the Traffic Study Report prepared by Fehr & Peers (August 2009). As State Route 58 Widening Project - Air Quality Study Report 44

63 Chapter 4 Emissions Analyses indicated in the EPA Guidelines (EPA, 1992) and consistent with Caltrans CO Protocol, CALINE4 utilized meteorological conditions of 1.64 feet (ft) per-second wind speed; 3,280 ft mixing height; and a extremely stable (Class G) atmosphere. The worst-case wind angle was chosen from CALINE4 run types which allow evaluation of the wind angle that produces the highest CO concentration at each receptor. Receptors were placed around intersections at worst-case curbside locations as shown in Figures 7 thru 13. Receptors were placed 10 ft from the edge of roadway to ensure they were not within the mixing zone of travel lanes and were in a location accessible to the public. Concentrations were calculated at a receptor height of 5.9 feet. CALINE4 models were created for existing and future build conditions (2015 and 2035). CALINE4 modeling output results are presented in Appendix A. State Route 58 Widening Project - Air Quality Study Report 45

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65 Chapter 4 Emissions Analyses Receptor 1 Receptor 2 Receptor 3 Receptor 4 Figure 7. Receptor Locations for Allen Road and State Route 58 Intersection State Route 58 Widening Project Air Quality Study Report State Route 58 Widening Project - Air Quality Study Report 47

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67 Chapter 4 Emissions Analyses Receptor 1 Receptor 2 Receptor 3 Receptor 4 Figure 8. Receptor Locations for Verdugo Lane and State Route 58 Intersection State Route 58 Widening Project Air Quality Study Report State Route 58 Widening Project - Air Quality Study Report 49

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69 Chapter 4 Emissions Analyses Receptor 1 Receptor 2 Receptor 3 Receptor 4 Figure 9. Receptor Locations for Coffee Road and State Route 58 Intersection State Route 58 Widening Project Air Quality Study Report State Route 58 Widening Project - Air Quality Study Report 51

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71 Chapter 4 Emissions Analyses Receptor 1 Receptor 2 Receptor 3 Receptor 4 Figure 10. Receptor Locations for Mohawk Street and State Route 58 Intersection State Route 58 Widening Project Air Quality Study Report State Route 58 Widening Project - Air Quality Study Report 53

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73 Chapter 4 Emissions Analyses Receptor 1 Receptor 2 Receptor 3 Receptor 4 Figure 11. Receptor Locations for Gibson Street and State Route 58 Intersection State Route 58 Widening Project Air Quality Study Report State Route 58 Widening Project - Air Quality Study Report 55

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75 Chapter 4 Emissions Analyses Receptor 1 Receptor 2 Receptor 3 Receptor 4 Figure 12. Receptor Locations for Camino Del Rio Court and State Route 58 Intersection State Route 58 Widening Project Air Quality Study Report State Route 58 Widening Project - Air Quality Study Report 57

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77 Chapter 4 Emissions Analyses Receptor 1 Receptor 3 Figure 13. Receptor Locations for State Route 99 SB Ramp and State Route 58 Intersection State Route 58 Widening Project Air Quality Study Report State Route 58 Widening Project - Air Quality Study Report 59