4.5 AIR QUALITY EXISTING SETTING AIR BASIN CHARACTERISTICS AMBIENT AIR QUALITY STANDARDS

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1 This section examines the climatic influences that affect air quality of the Planning Area and describes available data on measured contaminant levels near the study area. In addition, it outlines the relevant regulatory and planning agencies and programs. In order to determine the project s potential impacts on air quality, the commissioned Don Ballanti, Certified Consulting Meteorologist, to prepare an air quality analysis for the (Air Quality Analysis for the San Mateo General Plan, April 2009). The analysis is reproduced below. In addition to this analysis, Mr. Ballanti provided additional information and analysis in this section of the EIR related to State of California legislation (SB 656)and a health risk analysis for the redesignation of Fifth Avenue to a collector street EXISTING SETTING AIR BASIN CHARACTERISTICS The amount of a given pollutant in the atmosphere is determined by the amount of pollutant released and the atmosphere's ability to transport and dilute the pollutant. The major determinants of transport and dilution are wind, atmospheric stability, terrain and, for photochemical pollutants, sunshine. Westerly through northwesterly winds are most common in the project area, reflecting the orientation of the Bay and the San Francisco Peninsula. Winds from these directions carry pollutants released by autos and factories from upwind areas of the Peninsula toward San Mateo, particularly during the summer months. Winds are lightest on the average in fall and winter. Every year in fall and winter there are periods of several days when winds are very light and local pollutants can build up. Pollutants can be diluted by mixing in the atmosphere both vertically and horizontally. Vertical mixing and dilution of pollutants are often suppressed by inversion conditions, when a warm layer of air traps cooler air close to the surface. During the summer, inversions are generally elevated above ground level, but are present over 90 percent of the time in both the morning and afternoon. In winter, surface-based inversions dominate in the morning hours, but frequently dissipate by afternoon. Topography can restrict horizontal dilution and mixing of pollutants by creating a barrier to air movement. The South Bay has significant terrain features that affect air quality. The Santa Cruz Mountains and Hayward Hills on either side of the South Bay restrict horizontal dilution, and this alignment of the terrain also channels winds from the north to south, carrying pollution from the northern Peninsula toward San Mateo. The combined effects of moderate ventilation, frequent inversions that restrict vertical dilution and terrain that restrict horizontal dilution give San Mateo a relatively high atmospheric potential for pollution compared to other parts of the San Francisco Bay Air Basin and provide a high potential for transport of pollutants to the east and south. AMBIENT AIR QUALITY STANDARDS Both the U. S. Environmental Protection Agency and the California Air Resources Board have established ambient air quality standards for common pollutants. These ambient air quality standards are levels of contaminants which represent safe levels that avoid specific adverse health effects associated with each pollutant. The ambient air quality standards cover what are called "criteria" pollutants because the health and other effects of each pollutant are described July Draft Environmental Impact Report

2 in criteria documents. The federal and California state ambient air quality standards are summarized in Table The federal and state ambient standards were developed independently with differing purposes and methods, although both processes attempted to avoid health-related effects. As a result, the federal and state standards differ in some cases. In general, the California state standards are more stringent. This is particularly true for ozone and particulate matter (PM10 and PM2.5). AMBIENT AIR QUALITY The Bay Area Air Quality Management District (BAAQMD) monitors air quality at several locations within the San Francisco Bay Air Basin. The closest multi-pollutant monitoring site to the project site is located in Redwood City. Table summarizes exceedances of State and Federal standards at the Redwood City monitoring site during the period AIR POLLUTANTS OF CONCERN AND HEALTH EFFECTS The most problematic criteria pollutants in the San Mateo area include ozone, particulate matter and carbon monoxide. The health effects and major sources of these pollutants are described below. Toxic air pollutants are a separate class of pollutants and are discussed later in this section. Ozone Ground level ozone, commonly referred to as smog, is greatest on warm, windless, sunny days. Ozone is not emitted directly into the air, but formed through a complex series of chemical reactions between reactive organic gases (ROG) and nitrogen oxides (NOx). These reactions occur over time in the presence of sunlight. Ground level ozone formation can occur in a matter of hours under ideal conditions. The time required for ozone formation allows the reacting compounds to spread over a large area, producing a regional pollution concern. Once formed, ozone can remain in the atmosphere for one or two days. Draft Environmental Impact Report July

3 TABLE FEDERAL AND STATE AMBIENT AIR QUALITY STANDARDS Pollutant Averaging Time Federal Primary Standard State Standard Ozone 1-Hour 8-Hour PPM 0.09 PPM 0.07 PPM Carbon Monoxide 8-Hour 1-Hour 9.0 PPM 35.0 PPM 9.0 PPM 20.0 PPM Nitrogen Dioxide Annual Average 1-Hour PPM PPM 0.18 PPM Sulfur Dioxide Annual Average 24-Hour 1-Hour 0.03 PPM 0.14 PPM PPM 0.25 PPM PM10 Annual Average 24-Hour μg/m 3 20 μg/m 3 50 μg/m 3 PM2.5 Annual 24-Hour 15 μg/m 3 35 μg/m 3 12 μg/m 3 -- Lead Calendar Quarter 30 Day Average 1.5 μg/m μg/m 3 Sulfates 24 Hour μg/m 3 Hydrogen Sulfide 1-Hour PPM Vinyl Chloride 24-Hour PPM Source: California Air Resources Board, Ambient Air Quality Standards (11/17/08) Notes: PPM = Parts per Million μg/m 3 = Micrograms per Cubic Meter July Draft Environmental Impact Report

4 TABLE AMBIENT AIR QUALITY MONITORING DATA FOR REDWOOD CITY Pollutant Standard Days Exceeding Standard in: Ozone State 1-Hour Ozone State 8-Hour Ozone Federal 8-Hour Carbon Monoxide State/Federal 8-Hour Nitrogen Dioxide State 1-Hour PM10 Federal 24-Hour PM10 State 24-Hour PM2.5 Federal 24-Hour Source: Air Resources Board, Aerometric Data Analysis and Management (ADAM), 2009 Ozone is also a public health concern because it is a respiratory irritant that increases susceptibility to respiratory infections and diseases, and because it can harm lung tissue at high concentrations. In addition, ozone can cause substantial damage to leaf tissues of crops and natural vegetation and can damage many natural and manmade materials by acting as a chemical oxidizing agent. The principal sources of the ozone precursors (ROG and NOx) are the combustion of fuels and the evaporation of solvents, paints, and fuels. Particulate Matter (PM) Particulate matter can be divided into several size fractions. Coarse particles are between 2.5 and 10 microns in diameter and arise primarily from natural processes, such as wind-blown dust or soil. Fine particles are less than 2.5 microns in diameter and are produced mostly from combustion or burning activities. Fuel burned in cars and trucks, power plants, factories, fireplaces, and wood stoves produces fine particles. The level of fine particulate matter in the air is a public health concern because it can bypass the body s natural filtration system more easily than larger particles and can lodge deep in the lungs. The health effects vary depending on a variety of factors, including the type and size of particles. Research has demonstrated a correlation between high PM concentrations and increased mortality rates. Elevated PM concentrations can also aggravate chronic respiratory illnesses such as bronchitis and asthma. Carbon Monoxide (CO) Carbon monoxide (CO) is an odorless, colorless gas that is formed by the incomplete combustion of fuels. Motor vehicle emissions are the dominant source of CO in the San Francisco Bay region. At high concentrations, CO reduces the oxygen-carrying capacity of the blood and can cause dizziness, headaches, unconsciousness, and even death. CO can also aggravate cardiovascular disease. Relatively low concentrations of CO can significantly affect the amount of oxygen in the bloodstream because CO binds to hemoglobin times more strongly than oxygen. Draft Environmental Impact Report July

5 CO emissions and ambient concentrations have decreased significantly in recent years. These improvements are due largely to the introduction of cleaner burning motor vehicles and motor vehicle fuels. CO is still a pollutant that must be closely monitored, however, due to its severe effect on human health. Elevated CO concentrations are usually localized and are often the result of a combination of high traffic volumes and traffic congestion. Elevated CO levels develop primarily during winter periods of light winds or calm conditions combined with the formation of ground-level temperature inversions. Wintertime CO concentrations are higher because of reduced dispersion of vehicle emissions and because CO emission rates from motor vehicles increase as temperature decreases. Toxic Air Contaminants In addition to the criteria pollutants discussed above, toxic air contaminants (TACs) are another group of pollutants of concern. Unlike criteria pollutants, no safe levels of exposure to TACs have been established. There are many different types of TACs, with varying degrees of toxicity. Sources of TACs include industrial processes such as petroleum refining and chrome plating operations, commercial operations such as gasoline stations and dry cleaners, and motor vehicle exhaust. Public exposure to TACs can result from emissions from normal operations, as well as accidental releases of hazardous materials during upset conditions. The health effects of TACs include cancer, birth defects, neurological damage, and death. Diesel exhaust is a TAC of growing concern in California. The California Air Resources Board in 1998 identified diesel engine particulate matter as a TAC. The exhaust from diesel engines contains hundreds of different gaseous and particulate components, many of which are toxic. Many of these compounds adhere to the particles, and because diesel particles are so small, they penetrate deep into the lungs. Diesel engine particulate has been identified as a human carcinogen. Mobile sources, such as trucks, buses, automobiles, trains, ships, and farm equipment, are by far the largest source of diesel emissions. Studies show that diesel particulate matter concentrations are much higher near heavily traveled highways and intersections. EMERGING AIR QUALITY ISSUES Wood Smoke Wood smoke has long been identified as a significant source of pollutants in urban and suburban areas. Wood smoke contributes to particulate matter and carbon monoxide concentrations, reduces visibility and contains numerous toxic air contaminants. In 2008, the Bay Area Air Quality Management District Board adopted Regulation 6, Rule 3 that regulates wood burning devices to reduce the harmful emissions that come from wood smoke. This rule: Restricts wood burning when air quality is unhealthy and a Spare the Air Advisory is issued Places limits on excessive smoke (exceeding 20 percent opacity) Requires that only cleaner burning EPA certified stoves and inserts be sold Requires that only cleaner burning EPA certified stoves and inserts be installed for new construction or remodels Prohibits the burning of garbage and other harmful materials July Draft Environmental Impact Report

6 Requires labeling on firewood and solid fuels sold within the Bay Area TAC Land Use Conflicts The California Air Resources Board has published an air quality/land use handbook. 1 The handbook, which is advisory and not regulatory, was developed in response to recent studies that have demonstrated a link between exposure to poor air quality and respiratory illnesses, both cancer and non-cancer related. The CARB handbook recommends that planning agencies strongly consider proximity to these sources when finding new locations for "sensitive" land uses such as homes, medical facilities, daycare centers, schools and playgrounds. Air pollution sources of concern include freeways, rail yards, ports, refineries, distribution centers, chrome plating facilities, dry cleaners and large gasoline service stations. Key recommendations in the handbook include taking steps to avoid siting new, sensitive land uses: Within 500 feet of a freeway, urban roads with 100,000 vehicles/day, or rural roads with 50,000 vehicles/day; Within 1,000 feet of a major service and maintenance rail yard; Immediately downwind of ports (in the most heavily impacted zones) and petroleum refineries; Within 300 feet of any dry cleaning operation (for operations with two or more machines, provide 500 feet); Within 300 feet of a large gasoline dispensing facility. Smart Growth Initiatives In 2000, the Bay Area Air Quality Management District joined with other agencies and stakeholders to initiate a public process to examine regional growth trends and consider preferred options for the future. This effort was a collaboration between the Air District, the Association of Bay Area Governments (ABAG), the Metropolitan Transportation Commission (MTC), the Bay Conservation and Development Commission (BCDC), the Regional Water Quality Control Board, and a coalition of non-profit groups comprising the Bay Area Alliance for Sustainable Communities. In spring 2006, the regional agencies launched FOCUS to further refine and implement the regional smart growth vision. FOCUS is a regional development and conservation strategy that promotes a more compact land use pattern for the Bay Area. It unites the efforts of four regional agencies into a single program that links land use and transportation by encouraging the development of complete, livable communities in areas served by transit, and promotes conservation of the region s most significant resource lands. 1 California Air Resources Board, Air Quality and Land Use Handbook: A Community Health Perspective, April Draft Environmental Impact Report July

7 Smart growth planning seeks to create and preserve thriving communities based upon compact and efficient use of land, a mix of compatible land uses, a range of housing opportunities and choices, and a variety of viable transportation options (including walking, bicycling, and transit). Development patterns can support transit, walking and bicycling in many ways such as: Focusing higher density development near transit stations and corridors Encouraging compact development with a mix of uses that locates housing near jobs, shops and services, schools and other community facilities Locating shops and services near employment centers Encouraging infill development of underutilized land Designing streets, sidewalks and bicycle routes to ensure safe and convenient access for pedestrians and bicyclists Designing individual development projects to provide safe, convenient pedestrian and bicycle access to transit stops and nearby services The concept of smart growth often includes compact development, infill development, and/or re-use of previously-developed parcels. Considered on a region-wide basis, smart growth should be beneficial for air quality for the reasons discussed above. However, in planning for smart growth, it is important to avoid incompatible land uses that would result in significant population exposure to air pollution, especially among "sensitive receptors" (children, elderly, and people with impaired lung functions) REGULATORY FRAMEWORK Air quality in the San Francisco Bay Area Air Basin is addressed through the efforts of various federal, state, regional, and local government agencies. These agencies work jointly, as well as individually, to improve air quality through legislation, regulations, planning, policy making, education, and a variety of programs. The agencies primarily responsible for improving the air quality in Marin County are discussed below along with their individual responsibilities. FEDERAL At the federal level, EPA has been charged with implementing national air quality programs. EPA s air quality mandates are drawn primarily from the federal Clean Air Act (CAA), which was enacted in The most recent major amendments to the CAA were made by Congress in The CAA required EPA to establish national ambient air quality standards (NAAQS). The CAA also required each state to prepare an air quality control plan, referred to as a state implementation plan (SIP). The federal Clean Air Act Amendments of 1990 (CAAA) added requirements for states with nonattainment areas to revise their SIPs to incorporate additional control measures to reduce air pollution. The SIP is modified periodically to reflect the latest emissions inventories, planning documents, and rules and regulations of the air basins, as reported by their jurisdictional agencies. EPA is responsible for reviewing all SIPs to determine whether they conform to the mandates of the CAA and its amendments, and to determine whether implementing the SIPs will achieve air quality goals. If EPA determines a SIP to be inadequate, a federal implementation plan that imposes additional control measures may be prepared for the nonattainment area. If an approvable SIP is not submitted or implemented July Draft Environmental Impact Report

8 within the mandated time frame, sanctions may be applied to transportation funding and stationary sources of air pollution in the air basin. The U.S. EPA also has regulatory and enforcement jurisdiction over emission sources beyond state waters (outer continental shelf) and sources that are under the exclusive authority of the federal government, such as aircraft, locomotives, and interstate trucking. STATE The California Air Resources Board (ARB), a department of the California Environmental Protection Agency (Cal EPA), oversees air quality planning and control throughout California. ARB is responsible for coordination and oversight of state and local air pollution control programs in California and for implementation of the California Clean Air Act (CCAA). The CCAA requires all local air districts in the state to endeavor to achieve and maintain the CAAQS by the earliest practical date. The act specifies that local air districts shall focus particular attention on reducing the emissions from transportation and area wide emission sources, and provides districts with the authority to regulate indirect sources. Among ARB s other responsibilities are overseeing compliance by local air districts with California and federal laws; approving local air quality plans, submitting SIPs to EPA; monitoring air quality; determining and updating area designations and maps; and setting emissions standards for new mobile sources, consumer products, small utility engines, off-road vehicles, and fuels. ARB has established emission standards for vehicles sold in California and for various types of equipment available commercially. It also sets fuel specifications to further reduce vehicular emissions. The amendments to the CCAA establish ambient air quality standards for the state (state standards) and a legal mandate to achieve these standards by the earliest practical date. In 2003 the California Legislature enacted Senate Bill 656 which seeks to reduce public exposure to PM10 and PM2.5 and to make progress toward attainment of State and national PM10 and PM2.5 standards. SB 656 required the California Air Resources Board (CARB), in consultation with local air districts, to develop and adopt a list of the most readily available, feasible, and cost-effective control measures that could be used to reduce particulate matter. The bill required the CARB and air districts to adopt implementation schedules for appropriate CARB and air district measures. CARB must prepare a report describing actions taken to fulfill the requirements of the legislation as well as recommendations for further actions to assist in achieving the State PM standards. To comply with SB 656, the BAAQMD reviewed the list of 103 potential PM control measures prepared by the Air Resources Board and developed a Particulate Matter Implementation Schedule which was adopted by the District s Board of Directors on November 16, LOCAL San Mateo is within San Mateo County, which is part of the nine-county San Francisco Air Basin and under the jurisdiction of the Bay Area Air Quality Management District (BAAQMD). The BAAQMD coordinates the work of government agencies, businesses, and private citizens to achieve and maintain healthy air quality for the Bay Area. The BAAQMD develops market-based programs to reduce emissions associated with mobile sources, processes permits, determines whether the permit conditions have been met, ensures compliance with BAAQMD rules and regulations, and conducts long-term planning related to air quality. Draft Environmental Impact Report July

9 The BAAQMD periodically prepares and updates plans to achieve the goal of healthy air. Typically, a plan will analyze emissions inventories (estimates of current and future emissions from industry, motor vehicles, and other sources) and combine that information with air monitoring data (used to assess progress in improving air quality) and computer modeling simulations to test future strategies to reduce emissions in order to achieve air quality standards. Air quality plans usually include measures to reduce air pollutant emissions from industrial facilities, commercial processes, motor vehicles, and other sources. Bay Area plans are prepared with the cooperation of the Metropolitan Transportation Commission (MTC) and the Association of Bay Area Governments (ABAG). Ozone Attainment Demonstrations are prepared for the national ozone standard and Clean Air Plans are prepared for the California ozone standard. To comply with the California Clean Air Act, the Air District, in cooperation with MTC and ABAG, adopted the 2005 Ozone Strategy, the most recent triennial update to the regional ozone strategy. The Ozone Strategy is a roadmap showing how the San Francisco Bay Area will achieve compliance with the state 1-hour air quality standard for ozone as expeditiously as practicable and how the region will reduce transport of ozone and ozone precursors to neighboring air basins. The Ozone Strategy describes how the Bay Area will fulfill California Clean Air Act (CCAA) planning requirements for the state 1-hour ozone standard and transport mitigation requirements through the proposed control strategy. The control strategy includes stationary source control measures to be implemented through regulations, mobile source control measures to be implemented through incentive programs and other activities, and transportation control measures to be implemented through transportation programs in cooperation with MTC, local governments, transit agencies, and others. The 2005 Ozone Strategy explains how the Bay Area plans to achieve these goals with regard to ozone and also discusses related air quality issues of interest including public involvement process, climate change, fine particulate matter, the Air District s Community Air Risk Evaluation (CARE) program, local benefits of ozone control measures, the environmental review process, national ozone standards, and photochemical modeling. The Air District has begun the process to prepare the 2009 Bay Area Clean Air Plan. The 2009 Bay Area Clean Air Plan will: Update the Bay Area 2005 Ozone Strategy in accordance with the requirements of the California Clean Air Act to implement all feasible measures to reduce ozone Consider the impacts of ozone control measures on particulate matter (PM), air toxics, and greenhouse gases in a single, integrated plan Review progress in improving air quality in recent years Establish emission control measures to be adopted or implemented in the timeframe IMPACTS AND MITIGATION MEASURES STANDARDS OF SIGNIFICANCE An air quality impact would be considered significant if it would result in any of the following actions: 1. Conflict with or obstruct implementation of any applicable air quality plan. July Draft Environmental Impact Report

10 2. Violate any air quality standard or contribute substantially to an existing or projected air quality violation. 3. Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment under an applicable federal or state ambient air quality standard (including releasing emissions which exceed quantitative thresholds for ozone precursors). 4. Expose sensitive receptors to substantial pollutant concentrations. 5. Create objectionable odors affecting a substantial number of people. BAAQMD has developed a specific threshold of significance for local plans. Inconsistency with the most recently adopted CAP is considered a significant impact. According to BAAQMD, all of the following criteria must be satisfied for a local plan to be found consistent with the CAP and thus not result in a significant air quality impact: The local plan is consistent with the CAP s assumptions about population and VMT. This is demonstrated if the population growth over the planning period would not exceed the values included in the current CAP and the rate of increase in VMT is equal to or lower than the rate of increase in population. The local plan demonstrates reasonable efforts to implement the transportation control measures included in the CAP that identify cities (local agencies) as implementing agencies. Buffer zones are established around existing and proposed land uses that would emit odors or TACs. Establishment of buffer zones to avoid odor and TAC impacts must be reflected in the local plan s policies, land use maps, and implementing ordinances. 2 METHODOLOGY Vehicle Miles Traveled (VMT) from anticipated growth under the General Plan by 2030 was quantified using the URBEMIS 2007 Version computer model. Modeling was based on buildout assumptions in the Draft General Plan and information about vehicle trip generation from the traffic analysis prepared for this project. The URBEMIS 2007 program results, which are based on all trips being made by automobile, were reduced by 15% to account for the availability of transit assumed high density of development, pedestrian/bicycle options and city TSM requirements. The URBEMIS 2007 output appears in Appendix C with the Air Emissions Report. City-wide current VMT was estimated using CALTRANS data. Daily VMT on city-maintained streets were taken directly from CALTRANS publications. 3 VMT within the city limits on statemaintained roads (U.S. 101, SR 92, SR 82) were estimated by multiplying Average Annual Daily 2 Bay Area Air Quality Management District, BAAQMD CEQA Guidelines, 1996 (Revised December 1999). 3 California Department of Transportation, 2007 California Public Road Data, Draft Environmental Impact Report July

11 Traffic volumes for 2007 by the length of each road segment for which traffic volumes are reported. 4 The calculated existing VMT within the was 3,091,302. IMPACTS AND MITIGATION MEASURES Impact 4.5.1: Construction activities facilitated by the proposed and associated infrastructure construction activity would generate construction period exhaust emissions and fugitive dust that would affect local air quality. This would represent a potentially significant impact. Construction activities associated with buildout under the proposed General Plan would include grading, building demolition, building construction, and paving. Construction activities associated with intensification of individual developments and infrastructure improvements in San Mateo would generate pollutants intermittently. Generally, the most substantial air pollutant emissions would be dust generated from site grading. Wind erosion and disturbance to exposed areas would also be sources of dust emissions. If uncontrolled, these emissions could lead to both health and nuisance impacts. These construction activities would also temporarily create emissions of fumes, equipment exhaust, and other air contaminants. Particulate matter is the pollutant of greatest concern that is emitted from construction, particularly during site preparation and grading. Particulate matter emissions from construction can vary daily, depending on various factors, such as the level of activity, type of construction activity taking place, the equipment being operated, weather conditions, and soil conditions. Construction-related activities are generally short term in duration, and the BAAQMD does not recommend any significance criteria for their associated emissions. Instead, the BAAQMD bases the determination of significance on a consideration of the control measures to be implemented. If all appropriate emissions control measures recommended by the BAAQMD CEQA Guidelines are implemented for a project, then construction emissions are not considered significant. Off-road construction equipment is a large source NOx and diesel particulate matter in the Bay Area. NOx is an ozone precursor pollutant that contributes to regional ozone formation. Diesel particulate matter contributes to elevated PM10 and PM2.5 concentrations and is considered a toxic air contaminant. For these reasons, the BAAQMD recommends that reasonable control measures are implemented for construction or grading projects that reduce these emissions. The BAAQMD CEQA Guidelines consider emissions from these activities to be less than significant if appropriate control measures are implemented. Mitigation Measures MM 1a The City shall include policy provisions in the General Plan that require appropriate dust control measures, based on project size and latest BAAQMD guidance, be applied to all construction activities within San Mateo. 4 California Department of Transportation, 2007 Annual Average Daily Truck Traffic on the California State Highway System, December July Draft Environmental Impact Report

12 MM 1b MM 1c The City shall include General Plan policy provisions that require that applicants seeking demolition permits demonstrate compliance with applicable BAAQMD requirements involving lead paint and asbestos containing materials (ACMs) designed to mitigate exposure to lead paint and asbestos. The City shall include General Plan policy provisions that require the utilization of construction emission control measures recommended by BAAQMD that are appropriate for the specifics of the project (e.g., length of time of construction and distance from sensitive receptors). This may include the utilization of low emission construction equipment, restrictions on the length of time of use of certain heavy-duty construction equipment, and utilization of methods to reduce emissions from construction equipment (alternative fuels, particulate matter traps and diesel particulate filters). These measures (as appropriate and feasible) will be made conditions of approval and/or mitigation to projects to ensure implementation. Implementation of the above mitigation measures and policy provisions would ensure compliance with the BAAQMD CEQA Guidelines, and the temporary nature of these emissions would ensure that this impact is reduced to less than significant. Impact Implementation of the may locate new sensitive receptors near existing or future sources of odors. In addition, existing sensitive receptors could be affected by new sources of odors developed under the. This would represent a potentially significant impact. The BAAQMD CEQA Guidelines classify a project that could create objectionable odors as any of the following: wastewater treatment plant, sanitary landfill, transfer stations, composting facilities, petroleum refineries, asphalt batch plants, chemical manufacturing, fiberglass manufacturing, auto body shops, rendering plants, and coffee roasters. Impacts resulting from odors can result when sensitive receptors (e.g., new residences) are located near the odor sources listed above. According to BAAQMD CEQA Guidelines, for a general plan to have a less than significant impact with respect to odors buffer zones should be established around existing and proposed land uses that would emit these air pollutants. Buffer zones to avoid odor impacts should be reflected in local plan policies, land use maps, and implementing ordinances. Localized sources of odors could include painting/coating operations or restaurants, including fast-food restaurants. BAAQMD CEQA guidance provides project screening trigger levels for potential odor sources. To avoid significant impacts, the BAAMQD CEQA Guidelines recommend that buffer zones to avoid odors and adverse impacts should be reflected in local plan policies, land use maps, and implementing ordinances. Appropriate buffer zones should be established during discretionary project review. Mitigation Measures MM 2 The City shall include General Plan policy provisions that require that when new development that would be a source of odors is proposed near residences or sensitive receptors, either adequate buffer distances shall be provided (based on recommendations and requirements of the California Air Resources Control Board and BAAQMD), or filters or other equipment/solutions Draft Environmental Impact Report July

13 shall be provided to reduce the potential exposure to acceptable levels. Potential mitigation associated with this policy requirement will be coordinated with any required permit conditions from BAAQMD. When new residential or other sensitive receptors are proposed near existing sources of odors, either adequate buffer distances shall be provided (based on recommendations and requirements of the California Air Resources Control Board and BAAQMD), or filters or other equipment/solutions shall be provided to the source to reduce the potential exposure to acceptable levels. Implementation of the above mitigation measures would set performance standards generally consistent with BAAQMD provisions that would reduce this impact to less than significant. Impact Implementation of the proposed General Plan would include sources of criteria pollutants, toxic air contaminants, that may affect surrounding land uses. The reclassification of Fifth Avenue between Humboldt Street and Amphlett Blvd. from a local street to a collector street would increase exposure to diesel particulate for adjacent land uses as a result of increased truck traffic. Sensitive land uses may also be located near existing sources of criteria pollutants, toxic air contaminants, or odors. This impact is considered potentially significant. The proposed reclassification of a portion of Fifth Avenue from a local street to a collector street would affect local air quality along the Fifth Avenue corridor by changing the amount of truck traffic on the affected roadway. The reclassification would not generate any new diesel truck trips, but would redirect existing diesel truck traffic. Truck traffic on Seventh Avenue and Ninth Avenue would be diverted to Fifth Avenue. A health risk analysis providing conservative estimates of health risks at sensitive receptors (residences) adjacent the new truck route was prepared. 5 The CAL3QHCR air dispersion model was utilized to estimate risks from diesel truck exhaust. The model predicted annual average concentrations of diesel particulate for a line of receptors 30 feet from the roadway edge and spaced at 5 meter intervals on either side of Fifth Avenue between Amphlett Boulevard and Humboldt Street. The CAL3QHCR program was run on a one-year meteorological file for San Mateo prepared by the Bay Area Air Quality Management District. Based on the maximum concentration obtained along the affected segment of Fifth Avenue, the maximum calculated risk of cancer is 3.33 in one million. This is well below the BAAQMD s significance threshold of 10 in one million, and would represent a less-than-significant impact. In the future, this maximum estimated risk would be reduced dramatically by state-wide controls and programs designed to reduce diesel particulate emissions from on-road vehicles. Implementation of the proposed General Plan could include land uses that are potential sources of toxic air contaminants (TACs). The type and level of TACs are dependent on the 5 Memorandum from Donald Ballanti, Certified Consulting Meteorologist, to William Wanner, dated July 8, July Draft Environmental Impact Report

14 nature of the land use, individual facilities, and the methods and operations of particular facilities. Direct emissions are released from stationary sources, usually industrial in nature. Because of the great variation in emissions types and amounts from different industrial uses, it is not possible to predict direct emissions. The BAAQMD has statutory authority over stationary sources of emissions. The District issues permits to ensure that all equipment and processes comply with federal and state laws and regulations, and District rules. Before a stationary source is built, erected, or operated, a permit to do so must be obtained from the District. Air quality permits are, in effect, a contract between the District and stationary sources that sets limits on emissions and requires compliance with all District, state, and federal regulations in order to protect public health. The District s rules and regulations impose limits on emissions and require use of Best Available Control Technology (BACT) and purchase of emission off-sets for industrial sources exceeding certain emission levels. These regulations include the identification and quantification of emissions of toxic air contaminants and, if warranted, estimation of cancer and non-cancer risk associated with any source. Mitigation Measures MM The City shall include General Plan policy provisions that require that when new development that would be a source of TACs is proposed near residences or sensitive receptors, either adequate buffer distances shall be provided (based on recommendations and requirements of the California Air Resources Control Board and BAAQMD), or filters or other equipment/solutions shall be provided to reduce the potential exposure to acceptable levels. Potential mitigation associated with this policy requirement will be coordinated with any required permit conditions from BAAQMD. When new residential or other sensitive receptors are proposed near existing sources of TACs, either adequate buffer distances shall be provided (based on recommendations and requirements of the California Air Resources Control Board and BAAQMD), or filters or other equipment/solutions shall be provided to the source to reduce the potential exposure to acceptable levels. Implementation of the above mitigation measures would set performance standards generally consistent with CARB and BAAQMD provisions that would reduce this impact to less than significant. Impact Future growth in traffic could cause increases to carbon monoxide levels at area intersections. However, overall concentration would remain below health-based ambient air quality standards. Therefore, this impact is considered less than significant. Local mobile-source carbon monoxide (CO) emissions near roadway intersections are a direct function of traffic volume, speed, and delay. Transport of CO is extremely limited because it disperses rapidly with distance from the source under normal meteorological conditions. Under specific meteorological conditions, CO concentrations near roadways and/or intersections may reach unhealthy levels. For this reason, modeling of CO concentrations is typically recommended for sensitive land uses located near signalized roadway intersections that are projected to operate at unacceptable levels of service (i.e., LOS E or F). Draft Environmental Impact Report July

15 The 2008 Traffic Mitigation Report Update 6 summarizes anticipated traffic conditions at key intersections in 2030 given development anticipated in the General Plan and proposed Rail Corridor Plan and updates the intersection improvements necessary to maintain acceptable levels of service (LOS D) as defined in the General Plan. The report includes major transportation system improvements needed to mitigate the traffic impacts of future development. The baseline (2005) and future (2030) levels of service were evaluated at 60 signalized intersections for both the morning (AM) and evening (PM) peak periods under the proposed. Improvements are recommended to maintain acceptable levels of service with the addition of future development. The project is within an attainment area for CO (federal and state ambient air quality standards are attained), and no violations of the CO standards have been recorded within the San Francisco Bay Air Basin since the early 1990 s. Reductions in overall CO emissions are forecast despite increasing traffic in the future. While project traffic might slow the rate of future reductions in CO concentrations, it would not have the potential to generate new violations of the state/federal ambient air quality standards. As a result, the project s contribution to localized concentrations of mobile-source CO would be considered less than significant. Mitigation Measure None required. CUMULATIVE SETTING The is within the San Francisco Bay Area Air Ozone non-attainment area as delineated by the U.S. Environmental Protection Agency. Ground-level ozone and particulate matter (PM10 and PM2.5) pose potential health issues in the Bay Area, which are occasionally measured at levels above health-based standards at BAAQMD monitoring sites. The BAAQMD has adopted the Bay Area 2005 Ozone Strategy and is currently beginning work on the Bay Area 2009 Ozone Strategy in cooperation with ABAG and MTC. The Bay Area 2005 Ozone Strategy is the regional Clean Air Plan. It was adopted in January 2006 to address the more stringent requirements of the California Clean Air Act with respect to ozone. Ozone has been trending downward both in terms of the overall rate of population exposure to ozone and the number of days and hours over the standard. Total emission of ozone precursors has been trending downward due to increasingly efficient emission control programs, and continued reductions in emissions are forecast for the future. Growth in population and vehicle use and new stationary sources of pollutants tend to retard air quality improvements, and current patterns of suburban development with long average commute distances tend to exacerbate the situation. CUMULATIVE IMPACTS AND MITIGATION MEASURES Impact Implementation of the proposed General Plan could exacerbate existing regional problems with ozone and particulate matter and may conflict with 6 Hexagon Transportation Consultants, 2008 Traffic Mitigation Report Update, February July Draft Environmental Impact Report

16 BAAQMD air quality improvement efforts (e.g., Clean Air Plan, BAAQMD thresholds). This would be a less-than-cumulatively considerable regional air quality impact. A key element in air quality planning is to make reasonably accurate projections of future human activities that are related to air pollutant emissions. When the Bay Area 2005 Ozone Strategy was developed for the Bay Area it utilized the most recent projections developed by the Association of Bay Area Governments (ABAG) and vehicle activity projected by the Metropolitan Transportation Commission (MTC). These projections are based on the most recent projections using land use designators developed by cities and counties through the General Plan process. Consistency with Clean Air Plan Projections The proposed is consistent with the growth projections generated by ABAG. Table compares projected population growth (based on number of households) compared to projections of VMT growth associated with the. VMT is anticipated to increase at a rate faster than the increase in population. The Clean Air Plan relies on ABAG population and MTC vehicle travel forecasts to predict future emissions in the Bay Area. The greater increases anticipated under the would increase emissions and possibly hinder the region s ability to make progress in attaining and maintaining the state ozone standard. Delays in progress toward attaining the standard could result in the adoption of more stringent air pollution control measures throughout the region, and possibly threaten funding for transportation projects. Although the Clean Air Plan is meant to address the region s progress in attaining and maintaining ambient air quality standards for ozone, the measures included in the plan would also reduce emissions that lead to regional concentrations of PM10 and PM2.5. While the General Plan is consistent with ABAG projections, VMT is forecast to increase faster than population. This is not unexpected, as ABAG projections also anticipate an increase in employment within San Mateo of 24,940 jobs by With these projections, it is not reasonable to expect VMT to increase at a rate lower than population. The updated General Plan contains goals and policies addressing trip generation and vehicle miles traveled. Transportation policies include the following: T 1: Increase mode share for pedestrian and bicycle travel to 30% for trips of one mile or less by Bicycle and pedestrian travel currently represents about 3% of all travel. T 2: Reduce single occupant automobile usage for trips less than 5 miles in length by 20% by 2020 TABLE POPULATION AND VMT GROWTH IN SAN MATEO UNDER PROPOSED GENERAL PLAN Population (Households) Vehicle Miles Traveled Existing 40,030 3,091,302 Project-Related Addition 8, ,912 Percent Change Draft Environmental Impact Report July

17 T 3: Reduce single purpose school trips made by private automobile by 50% by T 4: Reduce single occupant commuting by 20% by T 5: Concentrate future development near rail transit stations. T 6: Reduce fuel consumption and vehicle emissions for trips originating in or destined for the. T 7: Develop baseline data and methodology to be used to evaluate progress in achieving the transportation recommendations. The above cited policies would ensure that the technical inconsistency between General Plan VMT projections and the goal of having VMT increase at a rate no greater than that of population would not interfere with Clean Air Plan strategies. Support for Clean Air Transportation Control Measures Bay Area 2005 Ozone Strategy includes 19 Transportation Control Measures (TCMs) to be implemented from the 2000 Clean Air Plan. Cities and counties are identified among the implementing agencies for seven of the TCMs. The San Mateo General Plan does not incorporate an Air Quality Element. Policies relevant to air quality appear in various elements of the General Plan. Table lists the seven TCMs that identify cities as an implementing agency, and provides examples of General Plan policies supporting the TCM. Air quality policies are found under Land Use (U), Circulation (C), Transportation (T) and Urban Design (UD) portions of the General Plan policies. Impact Assessment The proposed General Plan would be consistent with the growth projections of ABAG that are utilized in preparation of regional air plans. While technically inconsistent with the BAAQMD threshold that VMT should not increase faster than population, the General Plan contains specific goals and policies addressing VMT growth. The General Plan also demonstrates support for the regional Transportation Control Measures that are identified as to be implemented by cities. Therefore, the project would not have a cumulatively considerable impact on regional air quality. July Draft Environmental Impact Report

18 TABLE GENERAL PLAN SUPPORT FOR REGIONAL TRANSPORTATION CONTROL MEASURES TCM Description Relevant GP Update Policies 1. Expand Employee Assistance Program 9. Improve Bicycle Access and Facilities 12. Improve Arterial Traffic Management 15. Local Clean Air Plans, Policies and Programs 17. Conduct Demonstration Projects 19. Pedestrian Travel 20. Promote Traffic Calming Provide assistance to regional and local ridesharing organizations. Establish and maintain bicycle advisory committees in all nine Bay Area Counties. Develop comprehensive bicycle plans. Encourage employers and developers to provide bicycle access and facilities. Improve and expand bicycle lane system. Continue ongoing local signal timing programs. Study signal preemption for buses on arterials with high volumes of bus traffic. Expand signal timing programs. Improve arterials for bus operations and encourage bicycling. Incorporate air quality beneficial policies and programs into local planning and development activities, with a particular focus on subdivision, zoning and site design measures that reduce the number and length of single-occupant automobile trips. C 2.10: Transportation Demand Management (TDM) C 2.11: Transportation Demand Management (TDM) in Rail Corridor Transit-Oriented Development Plan C 2.10: Transportation Demand Management (TDM). C 4.1: Bikeways System. C 4.2: Bicycle Facilities on Transit C 4.3: Dedication of Needed Right-of-Way for Bikeways C 4.9: Bikeway Systems C 4.10: Citywide Bikeways and Pedestrian Master Plan. LU 1.17: Transportation Corridors C 2.10: Transportation Demand Management (TDM) C 4.3: Dedication of Needed Right-of-Way for Bikeways LU 2.4: Downtown Plan. LU 3.4: Rail Corridor Transit-Oriented Development Plan (Corridor Plan). LU 3.5: Transit-Oriented Development (TOD) Land Use Designation C 3.7: San Mateo Rail Corridor Transit-Oriented Development Plan (Corridor Plan) LU 8.3 Sustainable Development Promote demonstration projects to T 6: Reduce fuel consumption and vehicle emissions for trips develop new strategies to reduce originating in or destined for the. motor vehicle emissions. Projects include low emission vehicle fleets and T 7: Develop baseline data and methodology to be used to LEV refueling infrastructure. evaluate progress in achieving the transportation recommendations Review/revise general/specific plan policies to promote development patterns that encourage walking and circulation policies that emphasize LU 1.15: Mixed Use. pedestrian travel and modify zoning C 4.6: Pedestrian Safety. ordinances to include pedestrian-friendly design standards. C 4.10: Citywide Bikeways and Pedestrian Master Plan Include pedestrian improvements in UD 2.9: Pedestrian Oriented Design capital improvements programs. Designate a staff person as a Pedestrian Program Manager. Include traffic calming strategies in the transportation and land use elements of C 2.10: Transportation Demand Management (TDM) general and specific plans. C 4.3: Dedication of Needed Right-of-Way for Bikeways Include traffic calming strategies in capital improvement programs. Draft Environmental Impact Report July