2022 AIR QUALITY MANAGEMENT PLAN

Air Quality Compared to Other U.S. Metropolitan Areas _________________________ 2-58 Atypical Ozone in 2020: The COVID-19 Pandemic, Extreme Heat, and Wildfires _______ 2-64 Summary_______________________________________________________________ 2-68 3. Base Year and Future Emissions Introduction _____________________________________________________________ 3-1 Emission Inventories ______________________________________________________ 3-2 Base Year Emissions ______________________________________________________ 3-15 Future Emissions ________________________________________________________ 3-22 Impact of Growth ________________________________________________________ 3-28 Top Ten Source Categories in 2018 and 2037 __________________________________ 3-30 4. Control Strategy and Implementation Introduction _____________________________________________________________ 4-1 Overall Strategy __________________________________________________________ 4-1 South Coast AQMD Proposed 8-Hour Ozone Strategy ____________________________ 4-6 State and Federal Control Measures _________________________________________ 4-30 SCAG’s RTP/SCS and Transportation Control Measures __________________________ 4-51 Contingency Measures ____________________________________________________ 4-54 SIP Emission Reduction Commitment ________________________________________ 4-72 Overall Emission Reductions _______________________________________________ 4-85 Implementation of the Control Strategy ______________________________________ 4-86 5. Future Air Quality Introduction _____________________________________________________________ 5-1 Base Design Value ________________________________________________________ 5-1 Ozone Modeling Approach__________________________________________________ 5-4 Model Performance _______________________________________________________ 5-6 Future Ozone Air Quality ___________________________________________________ 5-7 Summary and Conclusions _________________________________________________ 5-16 6. Federal and State Clean Air Act Requirements Introduction _____________________________________________________________ 6-1 Federal Air Quality Standards for Ozone _______________________________________ 6-2 Federal Clean Air Act Requirements for Nonattainment Areas ______________________ 6-7 California Clean Air Act Requirements ________________________________________ 6-14 Conclusion _____________________________________________________________ 6-21 7. Current and Future Air Quality – Desert Nonattainment Areas SIP Introduction _____________________________________________________________ 7-1 Air Quality Setting ________________________________________________________ 7-3 Future Air Quality ________________________________________________________ 7-25 Conclusions_____________________________________________________________ 7-44 8. Environmental Justice Communities Introduction _____________________________________________________________ 8-1 Environmental Justice Communities __________________________________________ 8-3 Assembly Bill 617 _________________________________________________________ 8-4 Emissions in Environmental Justice Communities ________________________________ 8-6 Air Quality in Environmental Justice Communities ______________________________ 8-11 8-Hour Ozone Attainment in AB 617 and Environmental Justice Communities ________ 8-15 Environmental Justice Advisory Group _______________________________________ 8-16 Incentives and Funding in Environmental Justice Communities ____________________ 8-17 9. Public Process and Participation Introduction _____________________________________________________________ 9-1 Outreach Program ________________________________________________________ 9-1 Glossary Appendix I – Health Effects Appendix II – Current Air Quality Appendix III – Base and Future Year Emission Inventory Appendix IV-A – South Coast AQMD’s Stationary and Mobile Source Control Measures Appendix IV-B – CARB’s Mobile Source Strategy Appendix IV-C – SCAG’s Regional Transportation Strategy and Control Measures Appendix V – Modeling and Attainment Demonstrations Appendix VI – Compliance with Other Clean Air Act Requirements Appendix VII – CARB’s Commitment for Coachella Valley • Despite great strides in cleaning the air over the past several decades, the Los Angeles area still has the highest levels of ozone (smog) in the nation. • Meeting the 2015 federal ozone standard requires reducing emissions of nitrogen oxides (NOx) – the key pollutant that creates ozone – by 67 percent more than is required by adopted rules and regulations in 2037. • The only way to achieve the required NOx reductions is through extensive use of zero emission technologies across all stationary and mobile sources. • South Coast Air Quality Management District’s (South Coast AQMD) primary authority is over stationary sources which account for approximately 20 percent of NOx emissions. • The overwhelming majority of NOx emissions are from heavy-duty trucks, ships and other State and federally regulated mobile sources that are mostly beyond the South Coast AQMD’s control. • The region will not meet the standard absent significant federal action. • In addition to federal action, the 2022 Air Quality Management Plan (AQMP) requires substantial reliance on future deployment of advanced technologies to meet the standard. • The required transition to zero and low emission technologies to meet the standard will be more expensive than traditional control strategies developed for previous federal standards. Ensuring the transition is equitable and affordable will be key to the success of the AQMP. Executive Summary In This Chapter • Overview ES-1 Purpose of the 2022 AQMP • Health Effects and Air Quality Trends ES-3 Air quality and health impacts • Emissions in the Basin and Reductions ES-4 Needed for Attainment Emissions and reductions needed • Control Strategy ES-5 Strategy to reduce emissions • Control Measures ES-7 Control approaches and measures • Attainment Demonstration ES-9 Future air quality projections • Collaboration, Public Process, ES-10 and Outreach Integration and coordination with other agencies Executive Summary ES-1 Overview The 17 million residents of the greater Los Angeles area have historically suffered from some of the worst air quality in the nation. While air pollution has reduced greatly, more needs to be done. The region has the worst levels of ground-level ozone (smog) and among the highest levels of fine particulate matter (PM2.5). The air pollution levels in the region exceed both National and California Ambient Air Quality Standards for both these air pollutants. The health impacts associated with the high levels of air pollution cause respiratory and cardiovascular disease, exacerbate asthma, and can lead to premature death. We also know that our Environmental Justice (EJ) communities experience the brunt of the health effects from air pollution. In this document, EJ communities are defined as census tracts in the top 25 percent in the California Office of Environmental Health Hazard Assessment’s California Communities Environmental Health Screening Tool (CalEnviroScreen).1 Approximately 42 percent of the South Coast Air Basin (Basin) residents and 11 percent of Coachella Valley residents live in EJ communities. The U.S. Environmental Protection Agency (U.S. EPA) requires areas that do not meet a National Ambient Air Quality Standard (NAAQS or standard) to develop and submit a State Implementation Plan (SIP) for approval. SIPs are used to show how the region will meet the standard. Regions must attain NAAQS by specific dates or face the possibility of sanctions by the federal government and other consequences under the Clean Air Act (CAA). This can result in increased permitting fees, stricter restrictions for permitting new projects, and the loss of federal highway funds. The South Coast AQMD SIPs are developed within the agency’s Air Quality Management Plans (AQMPs). The most recent AQMP was developed in 2016 and addressed the 1997 8-hour and 2008 8-hour ozone standards, as well as PM2.5 standards. This document is the 2022 AQMP and is focused on attaining the 2015 8-hour ozone standard of 70 parts per billion (ppb). In August 2018, the U.S. EPA designated the Basin as “extreme” nonattainment and the Coachella Valley as “severe-15” nonattainment for the 2015 8-hour ozone standard. The South Coast Air Basin includes large areas of Los Angeles, Orange, Riverside, and San Bernardino counties. The Coachella Valley is the desert portion of Riverside County in the Salton Sea Air Basin. “Extreme” nonattainment areas must attain this standard by August 2038 and “severe” nonattainment areas must attain by August 2033 (Table ES-1). 1 Full details of the CalEnviroScreen methodology and data sources can be found in the CalEnviroScreen 4.0 report released in October 2021. Available online at: https://oehha.ca.gov/calenviroscreen/report/calenviroscreen-40. Final 2022 AQMP ES-2 TABLE ES-1 NONATTAINMENT STATUS OF 2015 8-HOUR OZONE NAAQS Standard Nonattainment Area Classification Attainment Year 2015 8-Hour Ozone South Coast Air Basin Extreme 20372 Coachella Valley Severe-15 20323 The 2022 AQMP builds upon measures already in place from previous AQMPs. It also includes a variety of additional strategies such as regulation, accelerated deployment of available cleaner technologies (e.g., zero emissions technologies, when cost-effective and feasible, and low NOx technologies in other applications), best management practices, co-benefits from existing programs (e.g., climate and energy efficiency), incentives, and other CAA measures to achieve the 2015 8-hour ozone standard. The 2015 8-hour ozone standard is the most stringent standard to date. Because current ozone levels in the Basin are so high, meeting the standard will require substantial emissions reductions above and beyond current programs. We project that emissions of NOx – the key pollutant controlling formation of ozone – must be reduced by 67 percent beyond what we would achieve through current programs by 2037 to meet the standard. The magnitude of such an emission reduction means that all sources of emissions must be controlled as stringently as possible. This also means that we will have to rely on flexibilities provided by Section 182(e)(5) of the CAA, known as “black box” measures, to show that we are able to meet the standard. These “black box” measures can include the development and deployment of future technologies to reduce emissions as well as the reduction of NOx from sources regulated by the federal government. As depicted in Figure ES-1, 46 percent of NOx emissions in 2037 will come from federal sources, while 34 percent will come from State regulated sources, and only 20 percent will come from South Coast AQMD regulated sources. 2 Attainment date is August 3, 2038, which is 20 years from the designation as “extreme” nonattainment areas. The U.S. EPA requires that all control measures in the attainment demonstration must be implemented no later than the beginning of the attainment year ozone season. The U.S. EPA also defines the attainment year ozone season as the ozone season immediately preceding a nonattainment area’s maximum attainment date, which is August 3, 2038, therefore, 2037 is the attainment year for the Basin. 3 Attainment date is August 3, 2033, which is 15 years from the designation as “severe” nonattainment area. The attainment year is the ozone season preceding August 3, 2033, which leads to 2032 as attainment year. Executive Summary ES-3 FIGURE ES-1 2037 EMISSIONS INVENTORY BY AGENCY RESPONSIBILITY Health Effects and Air Quality Trends Breathing high levels of ozone can cause a variety of negative health impacts such as asthma, chronic bronchitis, and emphysema; and increased susceptibility to lung infection. Individuals working outdoors, children, older adults, people with preexisting lung disease, and individuals with certain nutritional deficiencies are the most susceptible to these effects. Exposure to high levels of ozone levels can increase school absences, hospital visits, disease, and death. Improvements in cleaner technology and strict regulations have reduced ozone levels since its peak in the mid-twentieth century. However, ozone levels have remained unacceptably high over the past decade despite significant reductions. This trend is due to the changes in climate and other weather conditions such as the increase in hot, stagnant days that can lead to the formation of ozone that we have experienced in recent years. While this AQMP predominantly addresses ozone, the trends and attainment status of all criteria air pollutants are presented in Chapter 2 and Appendix II. The Basin meets federal standards for particulate matter less than 10 microns in diameter (PM10), nitrogen dioxide (NO2), carbon monoxide (CO), sulfur dioxide (SO2) and Final 2022 AQMP ES-4 lead, but does not meet federal ozone and PM2.5 standards. The Coachella Valley does not meet federal ozone and PM10 standards, but attains federal PM2.5, NO2, and CO standards.4 Emissions in the Basin and Reductions Needed for Attainment Unlike most other air pollutants, ozone is not directly emitted, but instead is formed in the atmosphere. Ozone is formed when NOx and volatile organic compounds (VOCs) react in the presence of sunlight.5 While both NOx and VOCs contribute to ozone, the key to attaining the ozone standard is to reduce NOx. In the Basin, mobile sources – heavy-duty trucks, ships, airplanes, locomotives, and construction equipment – account for 80 percent of NOx emissions. Meanwhile, stationary sources – such as power plants, refineries, and factories – will be responsible for the remaining 20 percent in 2037. This is an important point as the majority of South Coast AQMD’s regulatory authority is for stationary sources with only limited authority to control mobile sources. In 2037, we project that 184 tons per day of NOx will be emitted. This is known as the “baseline” and includes the implementation of existing regulations and programs, but does not include the actions proposed in this AQMP. This level is 48 percent lower than NOx emissions in 2018. In order to meet the ozone standard, the amount of NOx that can be emitted into the atmosphere is 60 tons per day and is known as the “carrying capacity.” This means that NOx needs to be reduced about 67 percent beyond the current 2037 baseline and about 83 percent below current levels (Figure ES-2). 4 Lead and SO2 concentrations were not measured in the Coachella Valley. In 2020, however, historic analyses have shown concentrations to be less than the federal standards and no major sources of these pollutants are located in the Coachella Valley. 5 Ozone formation is complex and is described in greater detail in Chapter 2. Executive Summary ES-5 FIGURE ES-2 BASELINE NOX EMISSIONS INVENTORIES AND ADDITIONAL REDUCTIONS REQUIRED TO ATTAIN THE 2015 OZONE STANDARD Control Strategy Reducing significant amounts of NOx emissions poses a serious challenge. Previous AQMPs have relied on increasingly stringent regulations targeting tailpipe and exhaust stack emissions, new engine technologies, or fuel mix improvements. However, these approaches rely on additional reductions from already strictly regulated sources and cannot achieve an additional 67 percent reduction beyond the 2037 baseline. Therefore, there is no viable pathway to achieve the needed reductions without widespread adoption of zero emissions (ZE) technologies across all mobile sectors and stationary sources, large and small. An overview of the control strategy by category is shown in Figure ES-3. Low NOx technologies will also need to play a significant role for some areas where ZE technology is not ready or commercially available. These lower emissions technologies will also assist with attainment of other air quality standards with earlier deadlines. Final 2022 AQMP ES-6 FIGURE ES-3 SUMMARY OF APPROACH TO REDUCING NOx EMISSIONS BY MAJOR SOURCE CATEGORY The control strategy for the 2022 AQMP includes aggressive new regulations and the development of incentive programs to support early deployment of advanced technologies. The two key areas for incentive programs are (1) promoting widespread deployment of available ZE and low NOx technologies and (2) developing new ZE and ultra-low NOx technologies for use in cases where the technology is not currently available. South Coast AQMD will prioritize distribution of incentive funding in EJ areas and seek opportunities to focus benefits on the most disadvantaged communities. Cost-effectiveness and affordability will be further considered during the rulemaking or incentive program development process. Given the bulk of the Basin’s NOx emissions in 2037 will be coming from federally regulated sources, the South Coast AQMD and the California Air Resources Board (CARB) cannot sufficiently reduce emissions to meet the standard without federal action. It is therefore imperative that the federal government act decisively to reduce emissions from federally regulated sources of air pollution, including interstate heavy- duty trucks, ships, locomotives, aircraft, and certain categories of off-road equipment. Emissions from federal and international sources are estimated to be 85 tons per day in 2037 (see Figure ES-4). Even if all sources regulated by CARB and South Coast AQMD were zero emissions, federal sources alone would emit substantially more than the 60 tons per day NOx limit, thwarting any other actions to meet the standard. Executive Summary ES-7 FIGURE ES-4 NOx EMISSIONS IN 2037 FROM SOURCES UNDER FEDERAL JURISDICTION IN RELATION TO THE CARRYING CAPACITY FOR THE 2015 8-HOUR OZONE NAAQS Control Measures South Coast AQMD proposes a total of 49 control measures for the 2022 AQMP. Thirty-one control measures targeting stationary sources are categorized into four groups (Figure ES-5). The NOx measures are further grouped by residential, commercial, and large industrial combustion. The first two groups mostly target non-permitted sources and have a 70 percent reduction goal by 2037. Large industrial combustion sources have a goal of 37 percent reductions by 2037 and predominantly address permitted equipment. Many control measures focus on widespread deployment of ZE and low NOx technologies through a combination of regulatory approaches and incentives and will require technology assessments to better understand where and when ZE and low NOx technologies can be implemented. New funding and programs are needed for research, development, demonstration, and deployment of advanced technologies. The residential and commercial measures are frequently referred to as “building measures,” which are in line with California’s aggressive climate goals to reduce greenhouse gases (GHG) emissions across various sectors. State climate actions, such as Title 24 energy code requirements and building electrification (e.g., Assembly Bill 3232), can also help reduce NOx emissions. In addition, as part of the 2022 State Strategy for the State Implementation Plan, CARB has proposed a statewide zero GHG emissions standard for residential and commercial building appliances, which would have criteria pollutant co-benefits. South Coast AQMD has also developed multiple building-related control measures to address emissions from residential and commercial combustion equipment for space heating, water heating, cooking, and others. In addition to the NOx measures, this AQMP relies on co-benefits from climate and energy efficiency programs for further reductions, limited strategic measures for VOC reductions, and other actions. Final 2022 AQMP ES-8 FIGURE ES-5 SOUTH COAST AQMD STATIONARY AND AREA SOURCE CONTROL STRATEGY The remaining 18 control measures target mobile sources. They are facility-based mobile source measures, emission reductions from incentive programs, and partnerships with local, State, federal, and international entities (Figure ES-6). FIGURE ES-6 SOUTH COAST AQMD MOBILE SOURCE CONTROL STRATEGY Further deployment of cleaner technologies will be necessary to attain the ozone standard. These are the CAA section 182(e)(5) “black box” measures that point to deployment of developing advanced technologies. Given that the zero and low NOx emissions technologies needed for attainment of the ozone standard are still being developed, reliance on section 182(e)(5) measures provides flexibility and time for the development of new technology and improvement of existing technologies. South Coast AQMD measures include modest black box NOx reductions of 3 tons per day for stationary sources and 7 tons per day for mobile source incentives. However, a much larger black box is needed to accommodate emissions reductions from sources regulated by the U.S. EPA, namely aircraft, ships, and interstate trucks. The black box is needed because the U.S. EPA has not adopted aggressive controls targeting these sources. NOx Control Measures Co-Benefits from Climate and Energy Programs Limited Strategic VOC Measures Other Measures Emission Growth Management Measures Facility-Based Mobile Source Measures On-Road/Off- Road Measures Incentive Programs Other Measures Executive Summary ES-9 The black box includes 58 tons per day of NOx reductions from sources subject to U.S. EPA authority. Collectively, black box measures comprise 61 tons per day or 49 percent of the NOx emissions reductions needed to reach attainment. A summary of the emissions reductions are shown in Figure ES-7. FIGURE ES-7 CONTRIBUTION OF CONTROL MEASURES TO NOx EMISSION REDUCTIONS6 Attainment Demonstration Air quality modeling is used to demonstrate future attainment of the ozone standard and is an integral part of the planning process. Modeling allows us to demonstrate the connection between emissions reductions and a path to attainment. It reflects updated emissions estimates, new technical information, enhanced air quality modeling techniques, updated attainment demonstration methodology, and the control strategy. Under baseline conditions, NOx emissions are expected to decline by nearly 48 percent from 2018 to 2037, yet air quality modeling shows the standard would not be met. However, modeling shows we would meet the ozone standard in 2037 with a 67 percent additional reduction from baseline emissions achieved through the control strategies proposed in this AQMP. Air quality modeling indicates that the Coachella Valley will not meet the 70 ppb standard by its 2032 deadline. Therefore, South Coast AQMD is requesting the redesignation of the Coachella Valley as an “extreme” nonattainment area, giving it a new attainment deadline of August 2038. Modeling demonstrates attainment in Coachella Valley in 2037. 6 Mobile source measures reflect CARB’s commitment from the 2016 and 2022 State SIP Strategies. Available online at: https://ww2.arb.ca.gov/resources/documents/2022-state-strategy-state-implementation-plan-2022- state-sip-strategy and https://ww3.arb.ca.gov/planning/sip/2016sip/rev2016statesip.pdf. Final 2022 AQMP ES-10 Collaboration, Public Process, and Outreach The development of the 2022 AQMP has been a regional, multi-agency effort that includes South Coast AQMD, CARB, the Southern California Association of Governments, and the U.S. EPA. The 2022 AQMP also incorporates collaborative efforts by a wide range of stakeholders such as businesses, environmental and health organizations, community groups, and academia. As shown in Figure ES-8, numerous meetings were conducted to promote the collaborative process and public participation. Meeting materials for the public workshops and regional public hearings were translated to Spanish and each had one meeting that featured live Spanish translation. Agendas and presentations for each meeting are available at the South Coast AQMD’s website.7 FIGURE ES-8 VENUES ACCOMMODATING STAKEHOLDER PARTICIPATION 7 www.aqmd.gov/2022aqmp. Regional Public Hearings Control Measure Symposium Advisory Group Meetings Advisory Council Meetings Working Group Meetings Regional Public Workshops South Coast Governing Board Meetings • The Los Angeles area started experiencing high levels of smog in the early 1900s, with its first smog event in 1943. • Air quality has improved dramatically in Southern California over the past several decades, but the region still suffers the worst ozone air pollution and among the worst particulate matter pollution in the nation. • Air pollution levels in the region exceed multiple State and federal air quality standards, including the 2015 8-hour ozone National Ambient Air Quality Standard. • This document is the plan to meet the 2015 8-hour ozone standard no later than the required date of 2037. Chapter 1 Introduction In This Chapter • Purpose 1-1 Purpose of the 2022 AQMP • Historical Perspective 1-1 History of air pollution and the South Coast AQMD • Agency Responsibilities 1-4 Responsibilities and authorities of different agencies • Regional Setting 1-6 South Coast AQMD’s jurisdiction, emission sources, and population • Federal Ozone National Ambient 1-9 Air Quality Standards U.S. EPA ozone standard • Air Quality Progress 1-15 Past successes • Progress in Implementing the 2016 AQMP 1-16 Adopted measures from the 2016 AQMP • 2022 AQMP 1-23 Scope and approach for the 2022 AQMP • Format of This Document 1-28 Chapters and appendices of the 2022 AQMP Chapter 1: Introduction 1-1 Purpose The greater Los Angeles area experiences some of the worst air pollution in the nation. The region has the highest levels of ozone, and among the highest levels of fine particulate matter (PM2.5). These air pollutants cause substantial health impacts, including respiratory and cardiovascular disease, worsening asthma symptoms, and premature death. The federal Clean Air Act (CAA or Act) requires areas that do not meet the health-based National Ambient Air Quality Standards (NAAQS or federal standards) to develop and implement an emission reduction strategy to attain healthy levels of air quality in a timely manner. The State of California also requires areas that do not meet the California ambient air quality standards (CAAQS or State standards) to take all feasible measures towards achieving the CAAQS at the earliest practicable date. Air Quality Management Plans (AQMPs or Plans) provide the strategy and the underlying technical analysis for how the region will meet federal standards by the required dates and continue progress to achieve the state standards. The South Coast Air Quality Management District (South Coast AQMD), with contributions from and collaborations with the California Air Resources Board (CARB) and Southern California Association of Governments (SCAG), has developed six comprehensive AQMPs since the late 1990s to address updates to air quality standards and attainment deadlines. The primary purpose of the 2022 AQMP is to identify, develop, and implement strategies and control measures to meet the 2015 8-hour ozone NAAQS - 70 parts per billion (ppb) as expeditiously as practicable, but no later than the statutory attainment deadline of August 3, 2038 for South Coast Air Basin (Basin)1 and August 3, 2033 for the Riverside County portion of the Salton Sea Air Basin (referred as Coachella Valley Planning Area or Coachella Valley).2 Historical Perspective Photochemical smog is air pollution containing ozone and other chemicals that is formed with sunlight in the atmosphere. Nitrogen oxides (NOx) and Volatile Organic Compounds (VOCs) are the building blocks that form smog and are referred to as “ozone precursors.” The abundant sunlight and presence of mountain ranges surrounding the greater Los Angeles area provide favorable conditions for smog formation within the Basin. As population in the region grew, the air pollution worsened from the increased number of motor vehicles and industrial facilities. With this worsening of air pollution, the Los 1 The Basin’s ozone attainment date is August 3, 2038, which is 20 years from the designation as an “extreme” nonattainment area. The U.S. EPA requires all control measures in the attainment demonstration must be implemented no later than the beginning of the attainment year ozone season. The U.S. EPA also defines the attainment year ozone season is the ozone season immediately preceding a nonattainment area’s maximum attainment date, which is August 3, 2038, therefore, 2037 is the attainment year for the Basin. 2 The Coachella Valley’s ozone attainment date is August 3, 2033, which is 15 years from the designation as a “severe-15” nonattainment area. The U.S. EPA requires all control measures in the attainment demonstration must be implemented no later than the beginning of the attainment year ozone season. The U.S. EPA also defines the attainment year ozone season is the ozone season immediately preceding a nonattainment area’s maximum attainment date, which is August 3, 2033, therefore, 2032 is the attainment year for Coachella Valley. Final 2022 AQMP 1-2 Angeles area started experiencing high levels of smog in the early 20th century. Los Angeles recorded its first smog event on July 26, 1943. The Los Angeles Times described this event as a cloud of smoke and fumes that descended on downtown, severely cut visibility, and invoked negative health effects in residents such as respiratory problems and headaches. In response to rising levels of smog, the City of Los Angeles established a Bureau of Smoke Control in 1945. In 1947, State law authorized the creation of county-wide air districts with jurisdiction across cities. The Los Angeles Board of Supervisors created the Los Angeles Air Pollution Control District (APCD), the first in the nation, as a county-wide air quality agency with broad powers to adopt and enforce air pollution regulations. That same year, the newly formed agency required all major industries to have air pollution permits and adopted a rule to require metal melting plants to control dust and fumes with baghouse3 controls. In 1948, Arie J. Haagen-Smit, a biochemistry professor at the California Institute of Technology in Pasadena, started examining the biology of plants and crops that had been damaged by smog. By the early 1950’s, Dr. Haagen-Smit had determined that smog caused eye irritation and damage to plants and materials, including rubber tubing that cracked in seven minutes when exposed to high smog levels. In 1953, the Los Angeles County APCD started requiring controls to reduce VOC emissions from industrial gasoline storage tanks, and vapor leaks from the filling of gasoline tank trucks and underground storage tanks at service stations. These actions were critical in helping to reduce the estimated 2,000 tons per day of VOCs and 250 tons per day of NOx4 at a time when the population in the region was only five million residents. A Smog Emergency Warning System was launched in 1955 when the highest one-hour ozone level of 680 ppb was recorded in downtown L.A. The first network of air monitors was initiated in 1956 and backyard trash incinerators were banned in 1958 when trash collection programs were established in the region. Other regulated sources included petroleum-based solvents, landfills, refineries, power plants, and industrial facilities. 3 A baghouse or bag filter is an air pollution control device that removes particulates out of air or gas released from commercial or industrial processes. 4 “Second Technical and Administrative Report on Air Pollution in Los Angeles County,” Annual Report 1950–51, Air Pollution Control District, Los Angeles County, California, 1952. Downtown Los Angeles, 1950s Smog got so bad in the shadow of City Hall that pedestrians would carry handkerchiefs to wipe away tears. Chapter 1: Introduction 1-3 Recognizing that counties could not adequately regulate motor vehicle pollution, the California Legislature established the California Motor Vehicle Pollution Control Board to test vehicle emissions and certify emission control devices. Six years later, California became the first state in the nation to establish automobile tailpipe emission standards, 1 year before the creation of CARB. By 1969, the first state ambient air quality standards were enacted in California. In the following year, the U.S. Environmental Protection Agency (U.S. EPA) was formed, and the federal CAA became law. The U.S. EPA adopted the first national ambient air quality standards in 1971. Trailing the State and federal air quality standards, California adopted regulations requiring the installation of a vehicle pollution control device, the catalytic converter, starting with the 1975 model year. Over time, motor vehicle fuels were reformulated to reduce photochemically reactive olefins, remove lead in gasoline, and utilize fewer smog-forming and toxic chemicals. In 1977, the Los Angeles County APCD merged with the APCDs of Orange, Riverside, and San Bernardino counties to form the South Coast Air Quality Management District.5 The following year, the newly formed agency required gas stations to install vapor recovery “boots” on gasoline nozzles, further reducing VOCs that would escape when filling the vehicle tank. The South Coast AQMD has continued to adopt and implement rules to reduce air pollution emissions and public exposure to unhealthful air pollution. In addition, efforts on the State and federal level have continued to contribute towards reducing air pollution from mobile and area sources to achieve the ground-level ozone and particulate matter (PM) NAAQS. Currently, South Coast AQMD oversees three air basins, which are the South Coast Air Basin (the Basin), the Riverside County portion of the Salton Sea Air Basin (referred to as Coachella Valley Planning Area or Coachella Valley) and the Riverside County portion of the Mojave Desert Air Basin (MDAB). Further details are provided in the Regional Setting section of this chapter. 5 Pursuant to the Lewis Air Quality Management Act adopted by the California Legislature in 1976 https://leginfo.legislature.ca.gov/faces/codes_displayText.xhtml?lawCode=HSC&division=26.&title=&part=3.&cha pter=5.5.&article=2. 1977 South Coast AQMD Formed 1970 U.S. EPA Formed - Federal Clean Air Act 1967 CARB Formed 1955 Highest One- Hour Ozone Level Recorded 680 ppb 1947 LA County Activated an Air Pollution Control District 1943 First Smog Event Recorded in Los Angeles Final 2022 AQMP 1-4 Agency Responsibilities The federal and state CAAs provide the principal framework for national, state, and local efforts to protect public health from harmful air pollution. Authority to reduce emissions from various sectors is spread across different agencies. South Coast Air Quality Management District (South Coast AQMD): Local air districts are responsible for preparing the portion of the State Implementation Plan (SIP) applicable within their boundaries. SIPs are comprehensive plans that describe how an area will attain NAAQS. The 2022 AQMP will be the portion of the SIP for the Basin and Coachella Valley.6 The South Coast AQMD has primary authority to reduce local emissions by adopting control regulations for stationary sources. Stationary sources include point sources, such as power plants and refineries, and selected area sources, such as gas stations, dry cleaners, and paints and coatings. The South Coast AQMD also has limited authority to address mobile sources through incentive programs and implementation of indirect source and transportation control measures (e.g., employee ridesharing rules). Mobile source emissions such as cars, trucks, trains, and off-road vehicles and equipment are instead regulated primarily by State and federal authorities. Ships and airplanes are regulated primarily by international authorities. Southern California Association of Governments (SCAG): Under federal law (23 U.S. Code § 134 and 49 U.S. Code § 5303), SCAG is designated as the Metropolitan Planning Organization (MPO) and is designated as a Regional Transportation Planning Agency and a Council of Governments under state law (California Government Code, § 29532, et. seq.). SCAG is responsible for preparing the portion of the SIP that addresses transportation control measures, land use, and growth projections. 7 In particular, SCAG develops long-range regional transportation plans including sustainable communities strategy and growth forecast components, regional transportation improvement programs, regional housing needs allocations and a portion of the South Coast AQMD’s AQMPs. SCAG provides plans for six counties and 26 planning areas according to the attainment status of ozone, particulate matter less than 10 microns in diameter (PM10) and PM2.5 NAAQS. South Coast Air Basin and Coachella Valley are both included in their planning areas. California Air Resources Board (CARB): CARB is a state level agency primarily responsible for adopting motor vehicle emission standards, compiling the SIP for submission to the U.S. EPA; approving district air quality plans as sufficient to meet State legal requirements, and providing general oversight of districts. CARB establishes State air quality regulations addressing certain categories of consumer products and mobile sources such as heavy-duty trucks, light-duty cars, construction equipment and small off-road engines. CARB has also established State ambient air quality standards for criteria pollutants which are generally more stringent than the NAAQS. 6 The Riverside portion of the MDAB is not classified as nonattainment for 2015 8-hour ozone standard and so does not need a SIP. https://www3.epa.gov/airquality/greenbook/jbtcw.html. 7 SCAG is responsible for the portion of SIP that addresses transportation control measures, land use, and growth projections within certain districts that have not met air quality standards. Chapter 1: Introduction 1-5 United States Environmental Protection Agency (U.S. EPA): The federal CAA requires the U.S. EPA to set standards, also known as NAAQS, for pollutants which are considered harmful to human health and the environment. The U.S. EPA is also responsible for ensuring that these air quality standards are met, or attained (in cooperation with state, Tribal, and local governments) through national standards and strategies to control pollutant emissions from selected on-road mobile source, facilities, and other mobile sources. In addition, the federal CAA requires States or the U.S. EPA (depending on the program) to set emissions standards or limits for air pollution sources such as power plants, industrial facilities, and motor vehicles. For example, the U.S. EPA is responsible for setting federal emission standards for mobile sources such as light-duty vehicles, heavy-duty engines and vehicles, and nonroad engines and vehicles. In the South Coast Air Basin, mobile sources account for over 80 percent of smog-forming pollution. This means that the South Coast AQMD lacks direct authority to regulate the sources of emissions responsible for high levels of air pollution. Given each agency’s primary responsibilities, South Coast AQMD, CARB, the U.S. EPA, international agencies, and other public agencies must all work together to achieve the needed reductions to ensure that air quality standards are met in the region. Emission reductions can be achieved by employing cleaner technologies and cleaner fuel and/or limiting activities producing emissions such as vehicle miles travelled, economic activities, and population growth. While South Coast AQMD strongly supports economic growth in the region, we also recognize that growth in sectors such as goods movement affect certain communities disproportionally. Goods movement is a substantial source of smog-forming emissions in our region and the goods movement sector has recently experienced substantial growth in the region. Projections indicate that this expansion will continue. This growth has resulted in surging demand for warehousing, which has fueled the construction of new warehouses in the Inland Empire. Due to the substantial emissions associated with warehouses, it is critical that land use decisions regarding the siting of warehouses consider air quality impacts when approving new projects. While these decisions are typically made at the local level and South Coast AQMD lacks direct regulatory authority over land use, South Coast AQMD recognizes that collaboration across multiple public agencies and cities is required to promote better land use planning in consideration of air quality impacts. Figure 1-1 provides a summary of the agencies responsible for controlling growth rates and emissions standards. While South Coast AQMD is responsible for both, we are not the primary agency for demand management. More details regarding the specific measures that the 2022 AQMP will employ to reduce emissions from the goods movement sector can be found in Chapter 4 and Appendix IV-A and transportation control measures are in Appendix IV-C. Final 2022 AQMP 1-6 FIGURE 1-1 ILLUSTRATION OF LOCAL, STATE, AND FEDERAL AGENCIES AND THEIR AUTHORITY OVER EMISSIONS CONTROL TECHNOLOGY OR EMISSIONS DEMAND MANAGEMENT.8 Regional Setting Because air pollution is not contained within city and county jurisdictional boundaries, local programs were not enough to solve regional problems. For air resource management, California was divided into 15 air basins which are characterized as regions having similar geography and terrain, similar weather and climate conditions, and are affected by similar regional air quality problems.9 The jurisdiction of the South Coast AQMD covers (Figure 1-2) an area of approximately 10,743 square miles, consisting of the Basin, and the Riverside County portions of the SSAB and MDAB. The Basin, which is a sub-region of the South Coast AQMD’s 8 The cities displayed in the figure are for illustrative purposes only and South Coast AQMD recognizes that all cities contribute to emission demand management through land use decisions. Reproduced from Comment Letter 89. 9 https://www.arb.ca.gov/app/emsinv/maps/2021statemap/abmap.php. South Coast Air Quality Management District SCAQMD Jurisdiction Mojave Desert Air Basin Salton Sea Air Basin San Diego Air Basin South Central Coast Air Basin South Coast Air Basin San Diego County Imperial County Riverside County Los Angeles County Kern County San Bernardino County Orange County Santa Barbara County Ventura County San Joaquin Valley Air Basin FIGURE 1-2 BOUNDARIES OF THE SOUTH COAST AIR QUALITY MANAGEMENT DISTRICT AND NEIGHBORING FEDERAL PLANNING AREAS Chapter 1: Introduction 1-7 jurisdiction, is bounded by the Pacific Ocean to the west and the San Gabriel, San Bernardino, and San Jacinto mountains to the north and east. It includes all of Orange County and major portions of Los Angeles, Riverside, and San Bernardino counties. The Coachella Valley Planning Area (Riverside County portion of the SSAB) is a federal nonattainment area that is part of a sub-region of Riverside County in the SSAB that is bounded by the San Jacinto Mountains to the west and the eastern boundary of the Coachella Valley. The Riverside County portion of the MDAB within the South Coast AQMD jurisdiction is bounded by the eastern boundary of the Coachella Valley in the west and spans eastward to the Palo Verde Valley. The SSAB and MDAB were previously included in a single large basin called the Southeast Desert Air Basin (SEDAB). The Coachella Valley Planning Area also experiences high levels of ozone but lacks the large sources of smog-forming emissions. Instead, it is primarily impacted by pollutants that are transported from the Basin. In addition, pollutant transport also impacts the Antelope Valley, Mojave Desert, Ventura County, and San Diego County. As part of this AQMP, the air quality planning requirements for the Coachella Valley ozone nonattainment area are discussed and addressed in Chapter 7. The topography and climate of Southern California combine to make the Basin an area highly favorable for forming air pollution. A warm air mass frequently descends over the cool, moist marine layer produced by the interaction between the ocean’s surface and the lowest layer of the atmosphere. Within the atmosphere, the warm upper layer forms a cap over the cooler surface layer, which traps the pollutants near the ground. Light winds can further limit ventilation. Additionally, the region experiences more days of sunlight than any other major urban area in the nation except Phoenix, Arizona. This abundant sunlight triggers the photochemical reactions which produce ozone and PM2.5. Emissions Sources The Basin’s economic base is diverse. Historically, the four counties of the Basin have collectively comprised one of the largest and fastest-growing local economies in the nation. Significant changes have occurred in the composition of the industrial base of the region in the past few decades. As in many areas of the nation, a large segment of heavy manufacturing, including steel and tire manufacturing as well as automobile assembly, has either eliminated or greatly lessened their operations. Although there are still significant manufacturing operations in the region,10 growth in shipping and trade, service and logistics businesses have replaced some of the heavy industry. The region is home to the largest seaport complex in the nation, and over a third of all cargo imported to the nation comes through the Ports of Los Angeles and Long Beach. 11 The goods movement sector has further grown rapidly in recent years and the emissions from the associated seaports, railyards, warehouse, drayage trucks, and cargo handling equipment accounts for a significant portion of the Basin’s emissions. In particular, the COVID-19 pandemic shifted American consumers behavior from service-based economy to goods-based economy, which brought record high congestion in the Ports of Los Angeles and Long Beach and substantially 10 http://blogs.wsj.com/economics/2015/07/15/where-are-the-most-u-s-manufacturing-workers-los-angeles/. 11 https://www.statista.com/statistics/1265024/leading-us-ports-by-teu/. Final 2022 AQMP 1-8 increased emissions in the region. These goods movement activities posed additional challenges in cleaning air for the 17 million residents in the Basin. Air pollution forms either directly or indirectly from pollutants emitted from a variety of sources. These sources of air pollution can be natural, such as oil seeps, vegetation, or windblown dust. However, the majority of emissions in the Basin are related to human activity. The air pollution control strategy in the 2022 AQMP is directed at controlling man-made sources of air pollution. Examples of man-made emission sources include industrial and manufacturing facilities, cars and trucks, off-road mobile sources such as locomotives, aircraft and ocean-going vessels, evaporation of organic liquids, such as those used in coating and cleaning processes, and abrasion processes, such as tires on roadways. South Coast Air Basin has a complex mix of emission sources. The Basin has around 28,400 stationary source businesses operating under South Coast AQMD permits, including 31 electricity generating facilities12 and five major petroleum refineries.13 The Basin is also a logistics hub with the largest port complex in the nation, five major commercial airports, around 9,500 locomotive fleet operating per year, and around 3,000 warehouses larger than or equal to 100,000 square feet. More details on the emission sources in the Basin are described in Chapter 3. Natural emissions are included in the air quality modeling analysis in Chapter 5. Population Since the end of World War II, the Basin has experienced faster population growth than the rest of the nation. The annual average percent growth has slowed but the overall population of the region is expected to continue to increase through 2037 and beyond. Figure 1-3 shows the estimated population and projections based on the regional growth forecast from the 2020 Regional Transportation Plan/Sustainable Communities Strategy (2020 RTP/SCS).14 12 http://www.aqmd.gov/docs/default-source/rule-book/Proposed-Rules/1135/par-1135---dsr--- final.pdf?sfvrsn=12. 13 http://www.aqmd.gov/docs/default-source/Agendas/Governing-Board/2021/2021-Nov5-034.pdf?sfvrsn=6. 14 https://scag.ca.gov/read-plan-adopted-final-plan. 2018 16.7 Million 2022a • 17.2 Million • 2.9% Cumulative Increase 2027a • 17.7 Million • 6.0% Cumulative Increase 2032a • 18.2 Million • 9.0% Cumulative Increase 2037a • 18.6 Million • 11.0% Cumulative Increase a Based on SCAG‘s 2020 Regional Transportation Plan FIGURE 1-3 REGIONAL POPULATION GROWTH Chapter 1: Introduction 1-9 Despite this population growth, air quality has improved significantly over the years, primarily due to the impacts of air quality control programs at the local, State and federal levels. Figure 1-4 shows the trends since 1995 of the 8-hour ozone levels, the 1-hour ozone levels, and annual PM2.5 levels (since 2001), compared to the regional gross domestic product, total employment, and population. Human activity in the region has an impact on achieving reductions in emissions. However, over the past several decades ozone and PM levels have been reduced significantly as the size of the economy and population increased, demonstrating that it is possible to maintain a healthy economy while improving public health through air quality. While California has seen tremendous regional air quality improvement, many communities known as environmental justice communities are disproportionately impacted due to multiple air pollution sources near residential areas. Details regarding environmental justice communities can be found in Chapter 8. FIGURE 1-4 PERCENT CHANGE IN AIR QUALITY ALONG WITH DEMOGRAPHIC DATA FOR THE 4-COUNTY REGION (1995–2020) (ECONOMIC SET BACK IN 2019 AND 2020 DUE TO COVID-19 PANDEMIC) Final 2022 AQMP 1-10 Federal Ozone National Ambient Air Quality Standards The U.S. EPA is required by law to review the NAAQS every 5 years. The purpose of the review is for the U.S. EPA to evaluate the latest scientific data to ensure that the NAAQS are set at levels that are protective of public health. In the review, the U.S. EPA considers the most recent scientific and health effects information, air quality information, and quantitative risk (e.g., size of at-risk groups affected). The U.S. EPA must consider the uncertainties and limitations of the scientific evidence as well as conclusions from the U.S. EPA experts and advice from the Clean Air Scientific Advisory Committee (CASAC).15 At the conclusion of the review, the U.S. EPA determines if the current standards are “requisite to protect public health with an adequate margin of safety.”16 In 1979, the U.S. EPA approved a 1-hour ozone standard (120 ppb) that was replaced in 1997 with a more stringent 8-hour ozone standard (80 ppb). The U.S. EPA subsequently revoked the 1-hour standard entirely, effective in 2005, based on research demonstrating that the 1-hour standard was inadequate for protecting public health and that ozone can affect human health at lower levels and over longer exposure times than one hour. Still, in order to avoid losing clean air progress achieved under the 1-hour standard, the U.S. EPA requires that certain emissions control requirements for areas designated as nonattainment or maintenance for the revoked 1-hour standard must remain in place.17 The 8-hour ozone standard was subsequently lowered to 75 ppb in 2008 and to 70 ppb in 2015. The U.S. EPA concluded that the 70 ppb ozone standard was sufficient to protect health in 2020. However, the U.S. EPA is currently in the process of revisiting that determination. Within 2 years of setting a new or revised NAAQS, Title I of the CAA requires the U.S. EPA to designate areas as meeting (attainment) or not meeting (nonattainment) the standard.18 Areas are classified based on their design values19 for each standard. Figure 1-5 shows the nonattainment classifications for the 2015 8-hour ozone standard based on design values.20 15 The Clean Air Scientific Advisory Committee (CASAC) is an independent scientific advisory committee established by the CAA charged with providing advice to the U.S. EPA. 16 https://www.epa.gov/sites/default/files/2015-10/documents/overview_of_2015_rule.pdf. 17 https://archive.epa.gov/ozonedesignations/web/html/fsjul05.html. 18 https://www.epa.gov/ozone-designations/learn-about-ozone-designations#process. 19 The design value of an air basin for the 2015 8-hour ozone standard is determined by the highest ozone value of all stations, based on a 3-year average. 20 https://www.epa.gov/green-book/ozone-designation-and-classification-information. Chapter 1: Introduction 1-11 FIGURE 1-5 OZONE NONATTAINMENT CLASSIFICATIONS FOR 2015 8-HOUR STANDARD BASED ON DESIGN VALUES As shown in Table 1-1, South Coast Air Basin and Coachella Valley have been classified as “extreme” and “severe” nonattainment for the 2015 ozone standard, respectively. As an “extreme” ozone nonattainment area, the South Coast AQMD has until August 3, 2038 to attain the 2015 ozone standard for the Basin, which is 20 years from the designation as an “extreme” nonattainment area. The U.S. EPA requires that all control measures in the attainment demonstration must be implemented no later than the beginning of the attainment year ozone season. The U.S. EPA also defines the attainment year ozone season as the ozone season immediately preceding a nonattainment area’s maximum attainment date, which is August 3, 2038. Therefore, 2037 is considered the attainment year for the Basin and 2032 is the attainment year for Coachella Valley. Chapter 3 provides the emission inventory for the attainment year and Chapter 5 provides the modeled projected air quality in that year to demonstrate attainment of the standard. This AQMP focuses on developing plans to address the 2015 ozone standard. Other ozone and PM standards have been addressed in prior AQMPs. TABLE 1-1 OZONE NONATTAINMENT CLASSIFICATIONS FOR SOUTH COAST AIR BASIN AND COACHELLA VALLEY *Voluntary reclassification from “severe” to “extreme” in July 2019. ** Requested voluntary reclassification to "extreme" in November 2022. Standard Level South Coast Classification Coachella Valley Classification Attainment Date 2015 8-hour Ozone 70 ppb Extreme Severe August 3, 2038 (South Coast) August 3, 2033 (Coachella Valley) 2008 8-hour Ozone 75 ppb Extreme Severe** July 20, 2032 (South Coast) July 20, 2027 (Coachella Valley) 1997 8-hour Ozone 80 ppb Extreme Extreme* June 15, 2024 (both South Coast and Coachella Valley) 1979 1-hour Ozone 120 ppb Extreme Attainment December 31, 2022 (South Coast) Final 2022 AQMP 1-12 As an “extreme” nonattainment area, the Basin ozone SIP for the 2015 8-hour ozone NAAQS is required to be submitted within 4 years21 after the designation effective date. Key SIP elements for extreme nonattainment areas include, but are not limited to: (1) an attainment demonstration, (2) a reasonable further progress (RFP) demonstration showing ozone precursor reductions of at least 3 percent per year until the attainment date, (3) additional reasonably available control technology (RACT) rules to address sources subject to the “extreme” area major source threshold, (4) use of clean fuels or advanced control technology for boilers as described at CAA section 182(e)(3), and (5) contingency measures.22 Under the CAA, the U.S. EPA has some discretion with penalties for submittal deadlines. Penalties for failure to submit SIP elements on time are not incurred until 18 months after a finding of late non-submittal. Air Quality Planning Requirements After approving a standard, the U.S. EPA designates areas across the nation as attainment or as nonattainment of the standard. The U.S. EPA classifies areas of ozone nonattainment (e.g., “extreme,” “severe,” “serious,” “moderate,” or “marginal”) based on how much an area exceeds the standard, which in turn affects requirements for a SIP and determines the attainment date. The more severe the ozone problem, the more time is allowed to demonstrate attainment in recognition of the greater challenges involved to reach attainment. However, the higher classifications are also subject to more stringent requirements. If an area is designated as nonattainment of the NAAQS, the State is required to submit a SIP demonstrating compliance with a series of CAA requirements. Chapter 6 provides a detailed explanation of the federal CAA requirements along with how the requirements are addressed in this plan. In addition, the U.S. EPA requires that transportation conformity budgets are established based on both the most recent planning assumptions (i.e., within the last 5 years) and approved motor vehicle emission models.23 Transportation conformity ensures that transportation plans and programs do not cause or contribute to a new violation of a standard, increase the frequency or severity of any existing violation, or delay the timely attainment of the air quality standards. The California Lewis Air Quality Act (now known as the Lewis-Presley Air Quality Management Act) requires that South Coast AQMD prepares an AQMP consistent with federal planning requirements. In 1977, amendments to the federal CAA included requirements for submitting SIPs for nonattainment areas that fail to meet all federal ambient air quality standards. State law also imposed planning requirements for the Basin (Health & Safety Code §40462). The federal CAA was amended in 1990 to specify attainment dates and SIP requirements for ozone, carbon monoxide (CO), nitrogen dioxide (NO2) and PM10. The California Clean Air Act (CCAA), adopted in 1988, requires the South Coast AQMD to endeavor to achieve 21 CAA, Title I, Part D, Subpart 2, Section 182(e) requires that “extreme” areas submit according to Section 182(c)(2). 22 84 FR 44801. 23 Transportation conformity is required under CAA Section 176(c); transportation projects that receive federal funding, approvals, or permits must demonstrate that their actions are air quality neutral or beneficial and meet specified emissions budgets in the SIP. Chapter 1: Introduction 1-13 and maintain state ambient air quality standards for ozone, CO, sulfur dioxide (SO2), and NO2 by the earliest practicable date (Health & Safety Code §40910), and establishing requirements to update the plan periodically. The first AQMP was prepared and adopted by the South Coast AQMD in 1979 and has been updated and revised a number of times. The CCAA requires a 3-year plan review and update to the AQMP. The following bullet items summarize the main components of those updates and revisions: • In 1982, the AQMP was revised to reflect better data and modeling tools; • In 1987, a federal court ordered the U.S. EPA to disapprove the 1982 AQMP because it did not demonstrate attainment of all NAAQS by 1987, as required by the CAA; • The 1989 AQMP was adopted in March 1989 and was specifically designed to attain all NAAQS. This plan called for three “tiers” of measures as needed to attain all standards and relied on significant future technology advancement to attain these standards; • In 1991, the South Coast AQMD prepared and adopted the 1991 AQMP to comply with the CCAA; • In 1992, the 1991 AQMP was amended to add a control measure containing market incentive programs; • In 1994, the South Coast AQMD prepared and adopted the 1994 AQMP to comply with the CCAA 3- year update requirement and to meet the federal CAA requirement for an ozone SIP; • The 1997 AQMP was designed to comply with the 3-year update requirements specified in the CCAA as well as to include an attainment demonstration for PM10 as required by the federal CAA; Final 2022 AQMP 1-14 • In 1999, the ozone plan portion of the 1997 AQMP was amended to address the U.S. EPA concerns with the 1997 AQMP; • In April 2000, the U.S. EPA approved the 1999 ozone SIP Amendment to the 1997 plan. The 1999 Amendment in part addressed the State’s requirements for a triennial plan update; • The 1997 PM10 SIP, as updated in 2002, was deemed complete by the U.S. EPA in November 2002 and approved in April 2003; • The 2003 AQMP was adopted by the South Coast AQMD in August 2003; • The 2007 AQMP was developed to comply with CAA requirements for nonattainment areas to prepare SIP revisions for the federal 8-hour ozone and PM2.5 standards and was adopted in June 2007; • The 2012 AQMP was adopted in December 2012 to address the 2006 24-hour PM2.5 air quality standard and to satisfy the planning requirements of the CAA; • A Supplement to the 2012 AQMP was prepared to demonstrate attainment of the 24-hour PM2.5 standard by 2015. The South Coast AQMD approved the Supplement in February 2015 and submitted to CARB/the U.S.EPA for approval as part of the SIP; • The 2016 AQMP was developed to address five NAAQS - three ozone standards and two PM2.5 standards - and was adopted in March 2017; and • The 2022 AQMP is being developed to identify and implement strategies and control measures to meet the 2015 8-hour ozone NAAQS (70 ppb) as expeditiously as practicable, but no later than the statutory attainment deadline of August 3, 2038 for South Coast Air Basin and August 3, 2033 for the Coachella Valley. The 2022 AQMP is based on the most recent assumptions provided by both CARB and SCAG for motor vehicle emissions and demographic updates and includes updated transportation conformity budgets. Chapter 2 provides more detail on the federal and State ambient air quality standards, attainment status, trends, and specific pollutant information such as the health effects due to exposure. Chapter 1: Introduction 1-15 Air Quality Progress As of 2022, the region’s population exceeds 17 million people, yet emissions have continued to decrease. In the South Coast Air Basin, approximately 406 tons per day of VOCs and 351 tons per day of NOx were emitted in 2018 (the base-year of the emissions inventory and modeling analysis in this plan). Based on current regulations and actions already taken, emissions are estimated to be approximately 339 tons per day of VOC emissions and 184 tons per day of NOx emissions in 2037. See Appendix III for 2018, and 2037 summer planning inventory emissions. However, these levels are not low enough to meet the 2015 8- hour ozone NAAQS for the Basin and significant additional emissions reductions are necessary. Substantial progress has been made in reducing the pollutants that form ozone (i.e., VOCs, NOx) and PM2.5 emissions through regulatory measures, voluntary actions, and partnerships with other agencies and stakeholders. Figure 1-6 illustrates the ozone and PM2.5 levels in the Basin as a percentage of the federal standard which demonstrates that while air quality progress has been dramatic since the 1990s, much work remains to bring the Basin into attainment of the ozone standards. Detailed ozone concentrations and trends can be found in Chapter 2. Even with the substantial progress, more action must occur to meet the federal and California health- based standards. The 2022 AQMP explores new and innovative ways to accomplish these goals through incentive programs, efficiency improvements, recognition of co-benefits from other programs, regulatory measures, and other voluntary actions. Final 2022 AQMP 1-16 FIGURE 1-6 TRENDS OF SOUTH COAST AIR BASIN MAXIMUM 3-YEAR DESIGN VALUES FOR OZONE AND PM2.5 (AS PERCENTAGES OF CURRENT FEDERAL STANDARDS. 24-HOUR PM2.5 DESIGN VALUES EXCLUDE EXCEPTIONAL EVENTS CAUSED BY THE BOBCAT AND EL DORADO FIRES IN 2020) Progress in Implementing the 2016 AQMP South Coast AQMD’s Actions – Rules and Regulations The 2016 AQMP was adopted in March 2017, approved by CARB the same month, and submitted to the U.S. EPA in April 2017. The 2016 AQMP included a comprehensive control strategy with specific control measures to attain ozone and PM2.5 NAAQS. The ozone portion and the 24-hour PM2.5 standard elements of the 2016 AQMP have been approved by the U.S. EPA into the SIP.24 The “moderate” annual PM2.5 elements of the 2016 AQMP have also been approved by the U.S. EPA and in 2020 the U.S. EPA approved the Basin’s re-designation as a “serious” nonattainment area for the annual PM2.5 standard.25 These approvals include SIP revisions submitted in response to the U.S. EPA’s initial findings. Since its adoption, South Coast AQMD has continued to implement the controls described in the 2016 AQMP control strategy. Progress toward fulfilling the 2016 AQMP commitments is tracked by emissions reductions that have occurred and are expected to occur from the implementation of adopted 24 84 FR 52005. 25 85 FR 71264. Chapter 1: Introduction 1-17 regulations. In the past several years, a particular area of focus has been implementing Control Measure CMB-05 for transitioning facilities from the Regional Clean Air Incentives Market (RECLAIM) Program to Best Available Retrofit Control Technology (BARCT) level controls. That transition is expected to achieve 5 tons per day of NOx reductions in addition to the reduction on the RECLAIM allocation cap as specified in the 2015 Regulation XX amendment. The recent amendments of rules applicable to the RECLAIM facilities also address in part the requirements set by the AB 617 Community Emissions Reductions Programs. From 2018 to 2021, a total of twelve rules (Rules 1109.1, 1110.2, 1117, 1118.1, 1134, 1135, 1146, 1146.1, 1146.2, 1147.1, 1150.3, and 1179.1) were adopted/amended to establish BARCT NOx emission limits. With the exception of Rule 1109.1, the total emission reductions resulting from these rules are about 5.9 tons per day, which are anticipated to be achieved by 2024 (reductions from Rule 1118.1 are allocated to CMB-03). Implementation of Rule 1109.1, adopted on November 5, 2021, is estimated to reduce NOx emissions by approximately 7.7 to 7.9 tons per day upon final implementation, with 3.7 to 3.8 tons per day expected by 2023. Out of the total 7.7 to 7.9 tons per day reductions, 2.6 tons per day will be used to fulfill the RECLAIM shave commitment set by the 2015 amendment of Regulation XX. Furthermore, four additional rules (Rules 1147, 1147.2, 1153.1, and 1159.1) are currently under development and are scheduled for amendment/adoption in calendar year 2022. More details on the RECLAIM Program and associated emissions can be found in Chapter 3. South Coast AQMD has taken several innovative actions to implement the facility-based mobile source measures included in the 2016 AQMP to achieve further reductions from mobile sources. These are measures aimed at reducing emissions from indirect sources, which are facilities which do not directly emit significant air pollution, but attract substantial mobile sources. Rules focused on emissions reductions from indirect sources are referred to as indirect source rules (ISR). South Coast AQMD has been pursuing implementation of facility-based mobile source measures in five key areas as described below. • Marine Ports: On May 4, 2018, the South Coast AQMD Governing Board (Board) directed staff to pursue both regulatory and voluntary approaches for some of the Basin’s largest indirect sources, which include marine ports and airports. In August 2021, the Board directed staff to pursue a Memorandum of Understanding (MOU) with the ports of Los Angeles and Long Beach for another four months and, if a draft MOU (or draft MOUs) is not ready for full execution by all parties, to begin evaluation of a marine ports ISR in December 2021. Per the Board direction, emissions reductions from marine ports pivoted fully to an ISR approach in February 2022 due to the lack of progress in developing MOUs with the ports. • Commercial Airports: Following Board direction given on May 4, 2018, emissions reductions from the operations of commercial airports were pursued using a collaborative and voluntary approach with five major commercial airports in the Basin. As a result, MOUs with five commercial airports were developed and adopted at the December 6, 2019 Governing Board meeting, with a projected NOx emission reduction of 0.52 and 0.37 tons per day in 2023 and 2031, respectively. Final 2022 AQMP 1-18 • Warehouses/Distribution Centers: Rule 2305 - Warehouse Indirect Source Rule – Warehouse Actions and Investments to Reduce Emissions (WAIRE) Program was adopted in May 2021 to reduce NOx and diesel emissions associated with warehousing activities with estimated NOx reductions of 1.5 to 3 tons per day by 2031. • Railyards: Rulemaking is currently underway for new rail yards. • New and Re-development: The measure is currently under development. Table 1-2 lists South Coast AQMD’s 2016 AQMP commitments and the control measures or rules that were adopted through 2021. Emissions reductions commitments and reductions achieved through adopted measures are based on the emissions inventories and milestone years from the 2016 AQMP. The new control strategy and attainment demonstrations in the 2022 AQMP are expected to supersede any previous commitments not achieved and not to be re-introduced in the proposed control strategy. “N/A” in the tables indicates a measure designed to ensure that reductions assumed to occur will in fact occur. “TBD” reductions are to be determined once the technical assessment is complete and inventory and specific control approach are identified. Chapter 1: Introduction 1-19 TABLE 1-2 2016 AQMP EMISSIONS REDUCTIONS (TONS PER DAY) BY MEASURE/ADOPTION DATE Control Measure # Control Measure Title Adoption Date Commitment Adopted to be Achieved 2023 2031 2023 2031 NOx EMISSIONSa CMB-01 Transition to Zero and Near-Zero Emission Technologies for Stationary Sources -- 2.5 6.0 -- -- CMB-02 Emission Reductions from Replacement with Zero or Near- Zero NOx Appliances in Commercial and Residential Applications [R1111] 2018 1.1 2.8 0.01b -- CMB-03 Emission Reductions from Non- Refinery Flares [R1118.1] 2018 1.4 1.5 0.2c -- CMB-04 Emission Reductions from Restaurant Burners and Residential Cooking -- 0.8 1.6 -- -- CMB-05 Further NOx Reductions from RECLAIM Assessment 2018-2021 0.0 5.0 9.4d 11.7d ECC-02 Co-Benefits from Existing Residential and Commercial Building Energy Efficiency Measures 2018 0.3 1.1 0.3e -- ECC-03 Additional Enhancements in Reducing Existing Residential Building Energy Use -- 1.2 2.1 -- -- MOB-03 Emission Reductions at Warehouse Distribution Centers 2021 TBD TBD 0.7 to 1.5f 1.5 to 3.0f MOB-04 Emission Reductions at Commercial Airports 2019 TBD TBD 0.5 0.37 MOB-10 Extension of the SOON Provision for Construction/ Industrial Equipment Ongoing 1.9 1.9 --g TBD MOB-11 Extended Exchange Program Ongoing 2.9 1.0 <0.1 TBD MOB-14 Emission Reductions from Incentive Programs Ongoing 11 7.8 11.2 TBD TOTAL NOx REDUCTIONS 23.1 31.0 22.3 to 23.1 13.6 to 15.1 Final 2022 AQMP 1-20 TABLE 1-2 (CONTINUED) 2016 AQMP EMISSIONS REDUCTIONS (TONS PER DAY) BY MEASURE/ADOPTION DATE Control Measure # Control Measure Title Adoption Date Commitment Adopted to be Achieved 2023 2031 2023 2031 VOC EMISSIONSa CTS-01 Further Emission Reductions from Coatings, Solvents, Adhesives, and Sealants [R1168] 2017 1.0 2.0 1.4h -- FUG-01 Improved Leak Detection and Repair -- 2.0 2.0 -- -- CMB-01 Transition to Zero and Near- Zero Emission Technologies for Stationary Sources -- 1.2 2.8 -- -- CMB-03 Emission Reductions from Non- Refinery Flares [R1118.1] 2018 0.4 0.4 0.014c -- ECC-02 Co-Benefits from Existing Residential and Commercial Building Energy Efficiency Measures 2018 0.07 0.3 0.07 -- ECC-03 Additional Enhancements in Reducing Existing Residential Building Energy Use -- 0.2 0.3 -- -- BCM-10 Emission Reductions from Greenwaste Composting -- 1.5 1.8 -- -- MSC-02 Application of All Feasible Measures TBD TBD TBD 0.88i -- TOTAL VOC REDUCTIONS 6.4 9.6 2.4 -- Chapter 1: Introduction 1-21 TABLE 1-2 (CONCLUDED) 2016 AQMP EMISSIONS REDUCTIONS (TONS PER DAY) BY MEASURE/ADOPTION DATE a SIP commitments in the 2016 AQMP for VOC and NOx use a summer planning inventory, whereas expected emissions reductions shown in this table are based on annual average inventories estimated during development of specific rules/measures. Annual average inventories for VOC and NOx are generally lower than summer planning inventories. Hence, this table shows conservatively low emissions reductions relative to SIP commitments. b Emissions reductions reflect implementation of existing requirements in Rule 1111. c During rule development, emissions levels were found to be lower than those estimated in the 2016 AQMP. d Reflects emission reductions from Rules 1109.1, 1110.2, 1117, 1134, 1135,1146 series, 1147.1, 1150.3, and 1179.1 (adopted from 2018 to 2021, with partial reductions of 3.7 tons per day and 5.8 tons per day by 2023 and 2031, respectively for Rule 1109.1). The specific emissions reductions by 2023/2031 vary depending on the implementation schedule of each rule. There may be partial overlap between the emissions reductions shown and those achieved from the RECLAIM shave, as described in the 2015 amendment of Rule 2002. In addition, part of these emissions reductions resulting from non-RECLAIM facilities satisfy commitments for CMB-01 and CMB- 02. e A linear extrapolation was used to estimate emissions reductions from ECC-02 which are co- benefits from the adoption of State policies, such as SB350 and Title 24. f SIP credit subject to the U.S. EPA’s approval. g Estimated reductions for MOB-10 are included in MOB-14. h Amendment to Rule 1168 underway; emissions reductions to be updated. i Includes emissions reductions from Rule 1113 amendment adopted in February 2016, which was not reflected in the 2016 AQMP emissions inventory. South Coast AQMD’s Actions – Technology Demonstration and Incentives One of the key elements of the 2016 AQMP is to make private and public funding available to help further development and deployment of advanced cleaner technologies, such as zero emission and Control Measure # Control Measure Title Adoption Date Commitment Adopted to be Achieved 2021 2025 2021 2025 PM2.5 EMISSIONS BCM-01 Further Emission Reductions from Commercial Cooking -- 0.0 3.3 -- -- BCM-04 Emission Reductions from Manure Management Strategies [NH3] -- 0.26 0.2 -- -- BCM-10 Emission Reductions from Greenwaste Composting [NH3] -- 0.1 0.1 -- -- TOTAL PM2.5 REDUCTIONS TBD 3.3 -- -- Final 2022 AQMP 1-22 near-zero emission technologies, and also achieve co-benefits from existing programs (e.g., climate and energy efficiency). Significant public and private investments are essential to achieve the needed transformation to zero emission technologies. The costs of zero emission technologies could be high when they are not commercially available on a large scale and thus, those investments would help expedite continued innovation and the advancement and deployment of clean technologies. On January 4, 2019, the South Coast AQMD Governing Board awarded funding to 26 emissions reductions incentive projects, totaling over $47 million to support the 2016 AQMP’s emissions reductions targets via an incentive approach. Of the 26 projects, 16 would implement commercially available zero or near-zero control technologies or support infrastructure for implementation of cleaner fuels. These projects are anticipated to result in approximately 0.24 tons per day of NOx and 0.005 tons per day of PM2.5 emissions reductions in the Basin, with the majority of the projects implemented in environmental justice communities. Additionally, 11 stationary and mobile source technology demonstration projects were also included in this funding program. Upon successful demonstration and deployment, these projects have the potential to provide additional long-term NOx and VOC emissions reductions. The awarded projects are consistent with the commitments in various 2016 AQMP control measures including MOB-14, CMB-02, CMB-04, and ECC-03. To estimate the benefits of zero and near- zero emissions technology in the residential and commercial sectors, staff has also developed an interactive tool to estimate changes in criteria and GHG emissions and costs associated with upgrades in residential appliances. The Net Emissions Analysis Tool (NEAT) has been developed to assist in implementing control measures CMB-02 and ECC-03 of the 2016 AQMP. These measures seek emissions reductions with zero and near-zero NOx appliances in commercial and residential applications, and integrate energy efficiency enhancements with criteria pollutants (e.g., NOx) and greenhouse gas emissions reductions co-benefits. In addition, South Coast AQMD continues the implementation of existing ongoing mobile source programs such as Surplus Off-Road Opt-In for NOx (SOON), the extended exchange program, and incentive programs (e.g., Carl Moyer) specified in the 2016 AQMP control measures MOB-10 (Extension of the SOON Provision for Construction/Industrial Equipment), MOB-11 (Extended Exchange Program), and MOB-14 (Emission Reductions from Incentive Programs). The mobile source incentive programs listed in Table 1-3 includes the number of affected mobile source equipment and emissions reductions in tons per year for projects approved in year 2021. Chapter 1: Introduction 1-23 TABLE 1-3 ESTIMATED EMISSIONS REDUCTIONS BENEFITS FROM 2021 INCENTIVE PROGRAMS Program # of Engines / Equipment / INF Stations Estimated Emission Reductions NOx (Tons/Year) Estimated Emission Reductions PM (Tons/Year) Award Amount Carl Moyer 163 231.9 4.1 $39,664,068 AB 617 CAPP Incentives 239 123.5 6.0 $37,762,509 Lower-Emission School Bus 178 34.1 4.8 $46,983,000 FARMER Program 2 5.8 0.3 $711,736 Volkswagen Mitigation 107 (First Come First Serve) --a $8,974,476 38 (Competitive) 12.2 --b $2,361,126 VIP 30 19.6 0.1 $1,300,000 Prop 1B 307 101.8 0 $32,825,000 Replace your Ride 865 2.5 0.1 $7,014,500 TOTAL $177,596,415 a Emissions reduction values pending evaluation from this first-come-first-served (FCFS) solicitation. b Only NOx is required for Volkswagen Environmental Mitigation Trust Program. 2022 AQMP Scope The 2022 AQMP is designed primarily to address the federal 2015 8-hour ozone NAAQS, to satisfy the planning requirements of the federal CAA for the Basin and the Coachella Valley. Specific federal CAA requirements included in the 2022 AQMP are discussed later in this section. Once approved by the South Coast AQMD Governing Board and CARB, the 2022 AQMP will be submitted to the U.S. EPA as part of California’s SIP. In addition, the 2022 AQMP includes a chapter reporting on the air quality status of the Coachella Valley (Chapter 7). Chapter 8 describes the air quality impacts experienced in environmental justice communities and outline some of the steps South Coast AQMD is taking to address localized impacts. An additional chapter provides the public process and participation of the 2022 AQMP development (Chapter 9). Final 2022 AQMP 1-24 Approach As described in Chapter 5, the Basin is expected to attain the 2015 8-hour ozone NAAQS in 2037 with the existing control programs and the newly proposed control strategy in the 2022 AQMP. Under the federal CAA, the Basin must achieve the federal NAAQS “as expeditiously as practicable.” Therefore, if feasible measures are available, they must be adopted and implemented into the SIP. Chapter 4 of the 2022 AQMP outlines a comprehensive control strategy that meets the requirement for expeditious progress towards the attainment date for the 2015 8-hour ozone NAAQS. The CAA provides additional flexibilities to nonattainment areas that are classified as “extreme” for ozone. Section 182(e)(5) allows extreme ozone nonattainment areas to take credit for emission reductions from future improvements and breakthroughs in control techniques and technologies. These emissions reductions are also known as “black box” measures because the specific technologies or controls to achieve the emissions reductions are not yet known. The rationale for allowing “black box” measures is that extreme ozone nonattainment areas have 20 years to attain the standard and, in that time, advanced technologies to achieve further emissions reductions are presumed to become available. As shown in the ozone strategy in Chapter 4, reliance on “black box” emissions reductions strategies is necessary. This is due to the substantial emissions reductions that are needed to attain the standard. The photochemical ozone modeling analysis and attainment demonstration included in Chapter 5 indicate that 67 percent of emissions reductions beyond the 2037 baseline are required. This is equivalent to an 83 percent reduction from 2018 emissions. Given the magnitude of emissions reductions required for attainment of the 2015 8-hour ozone standard, the attainment demonstration will have to rely on the deployment of future advanced technologies to achieve the needed emissions reductions. The magnitude of emissions reductions needed also means that no single emissions category can be left uncontrolled, including sources subject to federal authority. While emissions from sources subject to the authority of the South Coast AQMD and CARB have been significantly reduced in the past few decades, emissions from sources primarily regulated by federal and international authorities have remained relatively stagnant or have increased over this time period. The reductions from the sources that are subject to federal and international authorities are subject to CAA Section 182(e)(5) provisions, since the State and local district cannot assign emissions reductions to federal entities through the SIP. As such, reliance on 182(e)(5) “black box” provisions is necessary in demonstrating attainment of the 2015 ozone standard. South Coast AQMD will pursue close collaboration with other agencies to continue progress and work actively towards defining and achieving as many emissions reductions as possible, and not wait until subsequent AQMPs to begin to address any shortfalls. The control measures contained in the 2022 AQMP can be categorized as follows: Ozone Measures: These measures provide for necessary actions to attain the 2015 8-hour ozone NAAQS in 2037, including actions to reduce NOx and VOC emissions from both stationary (point and area) and mobile sources, as included in South Coast AQMD’s proposed stationary and mobile source measures, as well as CARB’s State Strategy for the State Implementation Plan Chapter 1: Introduction 1-25 (State SIP Strategy). The mobile source measures include actions to be taken by South Coast AQMD, CARB and the U.S. EPA. Contingency Measures: These measures are to be automatically implemented if the Basin fails to achieve the ozone standard by the latest statutory attainment date or s reasonable further progress requirements. Transportation Control Measures: These measures are generally designed to reduce vehicle miles traveled (VMT) as included in SCAG’s 2020 Regional Transportation Plan (RTP). Some of the control measures achieve emissions reductions by taking advantage of existing programs, while some control measures focus on incentives, outreach, and education to bring about emissions reductions through voluntary participation and behavioral changes needed to complement regulations. Need for Integrated and Coordinated Planning The Basin faces several ozone and PM2.5 attainment challenges, as strategies for significant emission reductions become harder to identify and the federal standards continue to become more stringent. California’s GHG reduction targets under SB 32 and Governor Executive Order B-55-18 add new challenges and timelines that affect many of the same sources that emit criteria pollutants. In finding the most cost- effective and efficient path to meet multiple deadlines for multiple air quality and climate objectives, an integrated planning approach is optimal. Responsibilities for achieving these goals span all levels of government and coordinated and consistent planning efforts among multiple government agencies are a key component of this integrated approach. Federal CAA Planning Requirements Addressed by 2022 AQMP In November 1990, Congress enacted a series of amendments to the CAA, intended to strengthen air pollution control efforts across the nation. One of the primary goals of these amendments was an overhaul of the planning provisions for those areas not currently meeting NAAQS. The CAA identifies specific emission reduction goals, requires both a demonstration of reasonable further progress and an attainment demonstration, and incorporates more stringent sanctions for failure to attain or to meet interim milestones. There are several sets of general planning requirements in the federal CAA, both for nonattainment areas (Section 172(c)) and for implementation plans in general (Section 110(a)(2)). These requirements are listed and briefly described in Tables 1-4 and 1-5, respectively. The general provisions apply to all applicable pollutants unless superseded by pollutant-specific requirements. Chapter 6 and Appendix VI describe the specific CAA requirements and how these requirements are satisfied by the 2022 AQMP. Final 2022 AQMP 1-26 TABLE 1-4 NONATTAINMENT PLAN PROVISIONS [CAA SECTION 172(C)] Requirement Description Reasonably available control measures Implementation of all reasonably available control measures as expeditiously as practicable [Section 172(c)(1)] Reasonable further progress Provision for reasonable further progress, which is defined as “such annual incremental reductions in emissions of the relevant air pollutant as are required for the purpose of ensuring attainment of the applicable national ambient air quality standard by the applicable date” [Section 172(c)(2)] Inventory Development and periodic revision of a comprehensive, accurate, current inventory of actual emissions from all sources [Section 172(c)(3)] Allowable emission levels Identification and quantification of allowable emission levels for major new or modified stationary sources [Section 172(c)(4)] Permits for new and modified stationary sources Permit requirements for the construction and operation of new or modified major stationary sources [Section 172(c)(5)] Other measures Inclusion of all enforceable emission limitations and control measures as may be necessary to attain the standard by the applicable attainment deadline [Section 172(c)(6)] Contingency measures Implementation of contingency measures to be undertaken in the event of failure to make reasonable further progress or to attain the NAAQS [Section 172(c)(9)] Chapter 1: Introduction 1-27 TABLE 1-5 GENERAL CAA REQUIREMENTS FOR IMPLEMENTATION PLANS [CAA SECTION 110(A)] Requirement Description Enforceable emission limitations Enforceable emission limitations or other control measures as needed to meet the requirements of the CAA [Section 110(a)(2)(A)] Ambient air quality monitoring An ambient air quality monitoring program [Section 110(a)(2)(B)] Enforcement and regulation A program for the enforcement of adopted control measures and emission limitations and regulation of the modification and construction of any stationary source to assure that the NAAQS are achieved [Section 110(a)(2)(C)] Interstate transport Adequate provisions to inhibit emissions that will contribute to nonattainment or interfere with maintenance of NAAQS or interfere with measures required to prevent significant deterioration of air quality or to protect visibility in any other state [Section 110(a)(2)(D)] Adequate resources Assurances that adequate personnel, funding, and authority are available to carry out the plan [Section 110(a)(2)] Source testing and monitoring Requirements for emission monitoring and reporting by the source operators [Section 110(a)(2)(F)] Emergency authority Ability to bring suit and issue administrative orders to enforce against source presenting imminent and substantial endangerment to public health or environment [Section 110(a)(2)(G)] Plan revisions Provisions for revising the air quality plan to incorporate changes in the standards or in the availability of improved control methods [Section 110(a)(2)(H)] Other CAA requirements Adequate provisions to meet applicable requirements relating to new source review, consultation, notification, and prevention of significant deterioration and visibility protection contained in other sections of the CAA [Section 110(a)(2)(I),(J)] Impact assessment Appropriate air quality modeling to predict the effect of new source emissions on ambient air quality [Section 110(a)(2)(K)] Permit fees Provisions requiring major stationary sources to pay fees to cover reasonable costs for reviewing and acting on permit applications and for implementing and enforcing the permit conditions [Section 110(a)(2)(L)] Local government participation Provisions for consultation and participation by local political subdivisions affected by the plan [Sections 110(a)(2)(M) & 121] Final 2022 AQMP 1-28 The CAA requires that submitted plans include information on tracking plan implementation and milestone compliance. Requirements for these elements are described in CAA Section 182(g), and Chapters 4 and 6 address these issues. The U.S. EPA also requires a public hearing on many of the required elements in SIP submittals before considering them officially submitted. South Coast AQMD’s AQMP public process includes multiple public workshops and public hearings on all the required elements prior to submittal. Chapter 9 describes the public process, participation, and comprehensive outreach program for the 2022 AQMP. State Law Requirements Addressed by the 2022 AQMP The CCAA (Health and Safety Code Sections 40910 et seq.) was signed into law on September 30, 1988, became effective on January 1, 1989, and was amended in 1992. Also known as the Sher Bill (AB 2595), the CCAA established a legal mandate to achieve health-based state air quality standards at the earliest practicable date. The California ambient air quality standards for ozone are 90 ppb for 1-hour ozone, established in 1987 and 70 ppb for 8-hour ozone, established in 2005. The Lewis Presley Act provides that the South Coast AQMD’s plan must also contain deadlines for compliance with all state ambient air quality standards and the federally mandated primary ambient air quality standards (Health and Safety Code Section 40462(a)). Chapter 6 describes how the 2022 AQMP meets the State planning requirements under the CCAA, including schedules, plan effectiveness, emissions reductions of 5 percent per year or adoption of all feasible measures, reducing population exposure to criteria pollutants, and ranking control measures by cost-effectiveness. Format of This Document This document is organized into eleven chapters, each addressing a specific topic. Each of the chapters is summarized below. Chapter 1, “Introduction,” introduces the 2022 AQMP including purpose, historical air quality progress, and the approach for the 2022 AQMP. Chapter 2, “Air Quality and Health Effects,” discusses the Basin’s current air quality in comparison with federal and State health-based air pollution standards. Chapter 3, “Base Year and Future Emissions,” summarizes emissions inventories, estimates current emissions by source and pollutant, and projects future emissions with and without growth. Chapter 4, “Control Strategy and Implementation,” presents the control strategy, specific measures, and implementation schedules to attain the air quality standards by the specified attainment dates. Chapter 5, “Future Air Quality,” describes the modeling approach used in the AQMP and summarizes the Basin’s future air quality projections with and without the control strategy. Chapter 1: Introduction 1-29 Chapter 6, “Federal and State Clean Air Act Requirements,” discusses specific federal and State requirements as they pertain to the 2022 AQMP, including anti-backsliding requirements for revoked standards. Chapter 7, “Current and Future Air Quality – Desert Nonattainment Areas,” describes the air quality status of the Coachella Valley, including emissions inventories, designations, and current and future air quality. Chapter 8, “Environmental Justice Communities,” describes air quality impacts experienced in environmental justice communities and outline some of the steps South Coast AQMD is taking to address localized impacts. Chapter 9, “Public Process and Participation,” describes South Coast AQMD’s public outreach effort associated with the development of the 2022 AQMP. Chapter 1 Introduction Chapter 2 Air Quality and Health Effects Chapter 3 Base Year and Future Emissions Chapter 4 Control Strategy and Implementation Chapter 5 Future Air Quality Chapter 6 Federal and State Clean Air Act Requirements Chapter 7 Current and Future Air Quality – Desert Nonattainment Areas Chapter 8 Environmental Justice Communities Chapter 9 Public Process and Participation Final 2022 AQMP 1-30 A “Glossary” is provided at the end of the document, presenting definitions of commonly