EPA-90871-77-006
METROPOLITAN
IDENVER AIR PROGRAM
WORKPLAN
NOVEMBER 1977
US. ENVIRONMENTAL PROTECTION AGENCY
REGION VIII
AIR & HAZARDOUS MATERIALS DIVBON
DENVER . COLORADO 8O295
-------
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
REGION VIII
I860 LINCOLN STREET
DENVER COLORADO 8O2O3
REF: 8AH-A
Interested Parties:
Metropolitan Denver presently has the worst air quality problem in
any of the six states covered by the Environmental Protection Agency's
(EPA) Region VIII. This air quality problem is critical because of the health
effects and the number of people affected. The situation is complicated
by the fact that the emissions are mainly from automobile traffic and more
straight-forward pollution control options are not applicable. The severity
of this air quality problem dictates that its solution be given the highest
priority within the region. The attached workplan represents the Region
VIII perception of an approach to reduce air pollution in the Denver area
to healthy levels.
The workplan is most specific in the role EPA will be playing; however,
the problem must be addressed by a coordinated effort with responsibilities
identified at each level of government. For this reason, we are proposing
that an "Action Plan" be jointly developed by local , State and federal
agencies by the end of February. Such a Plan should identify (1) specific
strategies; (2) the role of each agency; and (3) a specific schedule to
accomplish the plan. The Clean Air Act Amendments of 1977 specifically
identify local governments as having a role in addressing transportation-
related pollution issues, and the approach outlined here gives us this
opportunity.
This Regional Office will immediately undertake a program to try to
reduce the vehicle miles traveled (VMT) by its own employees. This effort
will be aimed at improving transit ridership and vehicle occupancy. A
number of approaches utilizing incentives and disincentives will be inves-
tigated and implemented as appropriate. In addition to the reduction in
VMT measures, the EPA will also address several policy issues, including how
best to coordinate with Colorado's State Implementation Plan revision efforts
and how to handle construction grant applications in non-attainment air
quality areas. Also, this agency, in conjunction with State and local efforts,
will launch a major public involvement campaign.
-------
The Regional Office program to reduce VMT will be in place by February
1978. The next major step will be to implement a similar program for other
federal agencies, since about 43,000 people in metro-Denver work for the
federal government. Our current plans call for extensive support to the
federal agencies, including assistance in formulating effective carpool
matching programs, identifying potential employer incentive programs and
other assistance as needed. A major goal of the federal sector portion
of the program is to set an example for the private sector.
The aforementioned efforts will constitute a start towards cleaning up
metropolitan Denver's air problem. The metropolitan air pollution problems
can only be solved through a coordinated effort with each level of government,
private business, and individual citizens giving the program a top priority.
Alan Merson
Regional Administrator
-------
EPA-908/1-77-006
November 1977
METROPOLITAN DENVER AIR PROGRAM - WORKPLAN
Prepared by
Dale Wells John Philbrook
David Kircher Charles Stevens
Sally Rawlings
U.S. Environmental Protection Agency
Region VIII, Denver, Colorado
-------
DISCLAIMER
This report has been reviewed by the Region VIII
Office, U. S. Environmental Protection Agency, and
approved for publication. Mention of trade names or
commercial products does not constitute endorsement
or recommendation for use.
Copies of this document are available to the public
through the National Technical Information Service,
Springfield, Virginia 22161
-------
Denver Air Program Workplan
Table of Contents
I. Introduction Page
Goals and Objectives . ...... 2
Action Plan . ...... 3
Information Gathering . ...... 4
II. Program Design
Public Involvement -.. 7
Policy Development . . . .13
A Construction Grants Policy
A State Implementation Plan Policy
Motor Vehicle Emission Control . . .16
High Altitude Emission Standards
High Altitude Performance Adjustment
Federal Vehicle Inspection/Maintenance
Inspection/Maintenance
Employer Incentives ... 23
EPA Demonstration
Federal Government Employee Incentive Program
State/Local Government Employee Incentive Program
Private Sector Employee Incentive Program
Transportation Management . . .29
Headquarters Coordination
Coordination with Departments of Transportation and Energy
Development of Federal Regulations
The NEPA Process
Coordination with RTD
Coordination with Denver COG
Transit Planning
Coordination with Denver Planning and Traffic Engineering
Bicycle Planning
III. Appendices
Appendix A: Denver Air Program Workplan Schedule and Flow Chart 40
Appendix B: Background . . .44
Appendix C: Questionnaire . . .47
Appendix D: Regulation 9 . -54
i n
-------
INTRODUCTION
-------
GOALS AND OBJECTIVES
The Denver air quality problem is one of the most severe in the
United States. At least one study has shown Denver's carbon monoxide
problem to be the worst in the country. Oxidant violations occur at
more than one of the six monitoring sites in Denver most days in the
summer, and Denver ranks in the worse 5 to 10 oxidant cities in the
country. Particulate levels in Denver typically are more than 60%
over the annual average primary standard. For all of the above pollu-
tants, the automobile is the primary cause.
This work program is to be executed in conjunction with the de-
signation of Denver as a "National Demonstration City for Air Quality."
We intend to undertake a program to improve air quality in Denver to
set a national example. The recommended program will be staged. First
EPA will undertake a number of programs in the Regional Office to improve
transit ridership and vehicle occupancy to set an example. As these
internal programs take shape we will involve the balance of the Federal
agencies in Denver and finally move the program into the private sector.
The primary goal of this program is to make a dramatic improvement
in air quality in the Denver metropolitan area in the next few years. We
will be investigating every conceivable strategy for possible application
in Denver. From this investigation we will select for implementation those
strategies which seem to offer the most promise for improving air quality
and we will also consider what other benefits it might be reasonable to
expect from the imposition of those strategies. Our overall objective will
be to reduce emissions. To accomplish this we will attempt to reduce travel,
increase auto occupancy and reduce emissions from individual automobiles.
Other benefits which we will emphasize in designing our program include cost
savings, energy savings, improving the urban life style and reducing travel
times.
In conjunction with our efforts in the above areas we will launch a
major public involvement program. We believe it necessary to increase EPA's
constituency and develop grass roots support for our programs.
In summary, the real goal of the Denver air quality program is to
improve human health conditions in the Denver area, and as a secondary benefit
hopefully to improve visibility through the reduction of the emissions of the
particulate matter.
-2-
-------
THE ACTION PLAN
An Action Plan for Denver air quality will be developed by January
31, 1978. The Action Plan is the primary output of the execution of
this work plan. The plan will consist of specific work elements for
the implementation of a number of different programs. There are three
major efforts which the program plan will cover. These are: Transporta-
tion Policy Management, Motor Vehicle Emission Control, and Employer
Incentives. These three thrusts will constitute the main portion of the
Denver air program. The plan will lay out, with some specificity, items
which will, beginning next February, be accomplished in each of these
three areas and will assign dates by which the items will be accomplished.
The period between mid-November and January will be spent developing
specific programs in these three areas, which we will begin implementing
early next year. This work plan will not cover the specifics to be
accomplished in each of the three major program areas, but rather, will
lay out the items which we must accomplish to develop the specific
programs. In other words, this document is a plan for a plan. There are
three other efforts which cannot be included in any of the three major
work areas listed previously, but which are equally important. The first
of these is the development of a consistent policy to deal with a con-
struction grants program in the Regional office. The goal of this program
will be to have, by January 31, 1978, a written policy specifying how we
will write construction grant conditions relating to air quality.
Another very important policy area relates to the Colorado State
Implementation Plan (SIP). The State of Colorado is in the process of
making significant revisions to the State Implementation Plan. EPA's
efforts in the three program areas -employer incentives, transportation
policies, and motor vehicle emissions control - must fit closely with the
State Implementation Plan. In some cases, we may wish to promulgate
strategies which EPA is carrying out. In other cases, we may decide that
our programs are not appropriate for the State Implementation Plan. In
any case, we need to establish a framework for making those decisions on
a case by case basis. Hence, by January 31, 1978, we will have a written
policy regarding Action Plan strategies and the Colorado State Implementa-
tion Plan. The third miscellaneous area which we must address is the
development of a mechanism to include Headquarters' input into the process.
Each of these three areas will be discussed in greater depth later in this
chapter.
As we begin the efforts to develop the Action Plan, we will simultaneously
launch a major public involvement program. This program will run parallel to
all our efforts on a continuing basis until our program is complete.
- 3 -
-------
INFORMATION GATHERING
The efforts of the next three months will largely be oriented
gathering information. Gathering this information will allow us to draft
the specific policies just discussed and to complete Action Plan items
for three major program areas. This information gathering process will
lead to a minimum of six specific Action Plan items by the end of January.
The first three of these items will be specific plans and_timetables to
implement the employer incentive program, the transportation policy
program, and the motor vehicle emission control program. The second
three will be the construction grant policy, the SIP policy, as well as a
formulized mechanism to involve EPA Headquarters in the Denver decision
making process.
The information gathering process will consist of a number of different
efforts. The primary effort will be centered on the development of a number
of literature searches in the various program areas. It is vital that we
understand what has been done in other cities relating to our three program
areas. We must understand how successful air quality/transportation initia-
tives have been and how they might relate to the Denver situation. Much of
this research will be done by EPA personnel here in the regional office.
We will also need a significant amount of legal research in order to enable
us to determine what kinds of things in each of these three major areas we
can legally require under existing legislation, especially the Clean Air
Act. In many cases, these efforts will be breaking new ground, since many
of the poltey questions that have arisen as a result of the Clean Air Act
Amendments have not yet been addressed.
Another major category in the information gathering process will be
interviews. It will be necessary to interview federal, state and local
agencies here in the Denver area. Interviewees will include the Federal
Highway Administration, the Department of Interior, Department of Energy,
Department of Housing and Urban Development, Denver Regional Council of
Governments, Urban Mass Transportation Administration, Denver Planning
Office, and various local elected officials.
The primary purpose of this effort will be to increase the knowledge
of regional EPA personnel who work in the Denver Air Program regarding what
things are being done in the Denver area which might have a direct bearing
on Action Plan activities. In addition, there is a great necessity to
avoid duplication of effort with other federal, state and local agencies.
For example there are a number of ongoing efforts in the area of carpooling
which EPA would not wish to duplicate. EPA personnel must understand the
nature and extent of these programs to avoid duplicating the efforts of the
Air Pollution Control Division or Denver's Health Department.
-4-
-------
Interviews will also be conducted with Headquarters personnel who have
expertise in the transportation area. Primarily, we will be contacting the
Office of Transportation and Land Use Policy and the Office of Air and Waste
Management to solicit their suggestions and input. Additionally, it is
necessary to interview state and local agencies in selected other states.
As an example, the Association of Bay Area Governments has accomplished a
number of things through the 201 Construction Grant process which we have
not yet accomplished in this Region. Grant conditions have been written
to require the grantees to get involved in air quality planning. It is
essential that we draw on expertise developed by other state and local gov-
ernments where appropriate.
Large amounts of information will be gathered and assimilated in this
initial phase of the Action Plan development. For that reason, it is impor-
tant to establish an information handling system. We expect to work with
the EPA regional library to develop efficient means of retrieving the infor-
mation which we will be collecting. EPA personnel have already made arrange-
ments for shelf space in the library to store information relative to the
Denver program. This information will be available for use by persons
assigned to the Denver Air Pollution Program on an overnight basis. Other
than that, the material will not be allowed to be removed from the library
area.
- 5 -
-------
PROGRAM DESIGN
- 6 -
-------
PUBLIC INVOLVEMENT
"Generally, the public understands...(the direct
relationship) between automobile use and air pol-
lution in the region. Less well comprehended are
such factors as the health hazards and property
risks of air pollution, the effect of land use
patterns or influences of capital investment
decisions on transportation, air quality and
energy. Perhaps least clear to the public are
the methods by which citizens could become in-
volved in working toward solutions to these inter-
woven problems in a meaningful way, although many
people are genuinely concerned about the health
and welfare of future urban populations."
ROMCOE Forum - Summer 1977
"We have met the enemy and he is us."
Pogo
- 7 -
-------
Introduction
Success in the implementation of a major effort to clean up the air
in the Denver metropolitan region is highly dependent on some form of
public participation and support at each step in its development. More
simply, only the public can make it work.
Public involvement in this effort may be based on the following premises:
1. The quality of air in Denver is frequently poor. The public J
-------
Information
The public involvement program will require a broad range of
factual and policy information. Much of this will come from our
own staff, but outside sources will be utilized. Information
"packages" are needed on topics such as:
1. The physical environment - topography, meteorology,
plants, man-made structures, air quality data and
the like.
2. History of Denver Air - the product of an investigation
into the past trends in the nature and concentration of
pollutants (e.g. domestic coal-burning) and the history
of past concerns and actions to correct the problem.
There is a considerable body of information available in
newspaper files, libraries, historical societies, aerial
photo files and in personal experiences (senior pilots,
weather types, etc.). (This study will be done by a
graduate student in local history).
Relevant experiences - a twofold search for useful data
for public presentation, and for useful techniques in
applying our program (e.g. San Diego air, 1976 Olympics,
RTD campaigns).
4. Technical data - nature and sources (point and mobile)
of pollutants, successes and failures of controls, micro-
climatic characteristics of urban air, etc.
5. Cost data - economics of vehicle operation and maintenance
comparative costs of transportation modes, etc.
6. Advanced systems - accumulation of information for public
presentation on future transportation technologies (a long-
range view to complement short-range actions).
7. Particulate sources - an investigation of the potential for
a metropolitan-wide effort to reduce visible particulates
originating from unplanted surfaces (streets, sidewalks,
vacant lots, rights-of-way). Such an effort would require
broad community action.
8. Psychology of the automobile - a critical review of experience
and literature, quite possibly requiring a citizen survey.
9. Health - Douglas Costle said "we have created a huge health
effects research laboratory." We need to examine current
knowledge with assistance from qualified people. We are
planning a national health/air seminar. We may wish to
support specific studies.
- 9 -
-------
Resources
Considerable effort will be made to identify and work with
supportive private and public organizations and individuals.
This will be an interactive process, as we will need to learn of
current efforts paralleling ours and to fit the pieces together.
These are good people willing and anxious to work with us. This
effort is partially under way now.
We envision, as part of the public involvement program, the
formation of advisory groups (formal or otherwise) of health
experts, of citizens, and perhaps from industry and local govern-
ments.
Methods
Essential to the operation of this program will be an appropriate
mix of methods of communication with the public. It will be necessary
to work very closely with the Regional public affairs staff, and to
rely on their expertise in techniques and timing, and to rely on their
participation in the actual operation of the public involvement program.
Methods will include:
1. Materials - the production of publications, films (including
time-lapse cinematics), posters, buttons, bumper stickers,
T-shirts and the like). The publications will include simple
folders on various topics, but we are also exploring the
preparation of a Citizen's Manual which would provide some
depth on such items as altitude, I/M, health, transportation
alternatives, etc. Full use will be made of PSA slots on
radio and TV, with "tag-on" spots suggesting that the
audience write AIR, EPA, BOX for further information.
2. Presentations - speakers and participants in meetings, panels,
and perhaps debates will be necessary. Care must be taken to
ensure that a proper mix is maintained - neighborhood groups
(including core city), service clubs, Scouts, technical groups,
church groups, garden clubs, whatever. Inasmuch as public
input is of highest importance, dialogue must be sought; the
town meeting concept is useful.
3. Visual monitoring - use of photography, traffic aircraft, etc.
The public's visual awareness must be kept open, and refined.
4. PSI - we have progressed in obtaining media cooperation in the
use of the Pollutant Standard Index. Further efforts will be
required to provide the service which the media has requested
(hourly PSI?, weekend data, video tapes supplementing the index,
etc.). State air staff cooperation is evident, although some
financial assistance may be need to support added service.
- 10 -
-------
5. Pollutant monitoring - we will examine the possibility of
utilizing mobile and/or personal monitoring to dramatize
actual individual exposures (e.g. commuter trip, Bronco
practice field).
6. Education - preparation and presentation of suitable in-
formation for schools and colleges in the Denver area.
This is a supportive resource that we have neglected in
the past. Never underestimate the capacity and power of
a student ("the children are watching" - they are learning
from our example).
7. Joint efforts - many of these efforts will benefit from
joint sponsorship with other groups or agencies. This
process will add strength and avoid duplications on
certain facets of the program.
8. Independence Day - the desirability of an Air Pollution
Independence Day (July 1978?) will be further explored.
On this day, people would be asked to make special efforts
to pool, ride the bus, bike, or walk. Downtown displays
and speakers would be available. Possibly the proposed
16th Street Mall could be simulated by excluding traffic
on the planned route.
9. Survey - it may be desirable to undertake a citizen
{driver? voter? youth?) opinion survey of:
1. Willingness to change, adapt, pay.
2. Attitudes and perceptions.
3. Importance of personal transportation.
Program Implementation
In a very real sense, the program is already under way, with or
without our input. The public is being informed and is responding.
It is important in the operation of the Regional effort to avoid the
image of EPA charging in on a white horse to start something, when
efforts are going on. Our strong commitment, however, does provide
a new focus for action.
We will be carrying out our own activities - many of them
simultaneously with other efforts. We need to be sensitive to public
opinion, and our program must be open, informative and accessible.
- 11 -
-------
In as much as our first automobile travel reduction "module" is aimed
at EPA employees, we will begin to involve these people immediately. The
emphasis will be on the need for this segment of Denver's population to
set an example which will produce results. We will use:
1. Questionnaire - to obtain information on commuting habits
planned for distribution by Monday, November 28.
2. Materials - available brochures, films (brown-bag sessions-
DOT films), posters, handout sheets, etc. (initial distribu-
tion at Trinity meeting).
3. Slogan contest - to be announced at Trinity meeting.
4. Progress reports - it is important that our people be informed
on our efforts and on the results of their efforts. An employee
newsletter, along with Trinity meetings, will be used.
5. Employee input - case experiences or suggestions will be welcome
at any time. It is proposed that the EPA employee participation
program be introduced at the next Trinity Church meeting.
Experience in the development and implementation of the EPA commuter
program will provide valuable information for the operation of the all-
Federal and all-other programs.
-12-
-------
POLICY DEVELOPMENT
Two major policy issues must be addressed during the initial
phase (first three months) of the Denver Air Program: (1) an EPA
construction grants policy and (2) an agreed upon State/EPA State
Implementation Plan policy. These policies are essential ingredients
of the Denver Air Program since they will ensure consistency between
programs (Construction Grants and the Air Program) and between actions
of the various groups responsible for developing measures to improve
Denver's air quality.
The specific details for this activity are presented on the
program element forms which follow.
13 -
-------
Program Element: Policy Development
Activity: Construction Grant Policx
Objective: Insure that Construction Grants Program is consistent
achieving air quality goals .
Activity Description
Construction Grants are awarded to local municipalities or sanitation
districts for the purpose of planning, designing and constructing or up-
grading sewage treatment plant capacity. In many cases this additional
capacity provides for growth in a metropolitan area. EPA must decide if
it wants to participate in funding excess capacity which will provide for
growth in an area that has increasing violations of air quality standards.
If air quality standard violations result from excessive automobile travel,
it may be determined that a geographical area should not have additional
sewage treatment capacity made available until such time as limits on the
use of the automobile are imposed. A precedent was recently established
in Region VIII by imposing conditions on a Step One 201 facility grant.
We now need to develop a framework necessary to make that same determina-
tion for other facilities. EPA has prepared a draft Environmental Impact
Statement for eight proposed sewage treatment plants in the Denver area.
We will be making funding and sizing decisions on these plans shortly. We
must have our grant condition policy established before these decisions
are made.
The development of a construction grant policy would begin with
general guidance from the Regional Administrator. A task force established
would be made up of representatives from the Construction Grants Program,
Environmental Evaluation Branch, Air Program and EPA Headquarters Personnel.
The task force would prepare drafts, circulate them to interested parties
within the Regional Office, obtain comments from the all involved and
finalize the policy after concurrence from the Regional Administrator.
We propose to produce a draft policy within three weeks of the
initiation of the program to develop the January 31 Action Plan for Denver.
We expect to have completed and formalized the policy by the time imple-
mentation of the Denver Action Plan begins in February of 1978.
- 14 -
-------
Program Element: Policy Development
Activity: State Implementation Plan (SIP) Policy
Objective: To define which programs will become a part of the SIP
and to assure consistency between EPA, State and local activities.
Activity Description
A State Implementation Policy must be developed in order to interface
State efforts, federal efforts and local efforts. The primary mechanism
or vehicle for this interface must be the State Implementation Plan. The
State of Colorado is required to have an approved implementation plan to
attain and maintain all air quality standards. The current Transportation
Control Plan (TCP) which is a subset of the State Implementation Plan (SIP)
is deficient and is being revised through the Air Quality Maintenance Plan-
ning process. The State has completed their Air Quality Maintenance Analysis
and is now gearing up to develop the new SIP revisions.
Obviously, many of the activities contemplated to be accomplished by EPA
in this work plan may also be in the planning stage at the State Agency. In
order to improve State/EPA coordination, a policy regarding what items in the
EPA program should be included in the State Implementation Plan, what items
are important for the -State to pursue, and what items are important for EPA to
pursue must be formulated. The ultimate output of this task should be docu-
mented and jointly signed by the Air Pollution Control Commission and repre-
sentatives from the Environmental Protection Agency as well as the Denver Air
Quality Advisory Committee formulated by the Governor. One appropriate
mechanism to develop such a document is to form a committee made up of
representatives of the State Air Pollution Commission, the Air Pollution
Control Division, local governments, and the Environmental Protection Agency's
Denver Task Force.
We propose to have a draft of an agreement approximately six weeks after
initiation of the program. The final document will be signed on or before
January 31, 1978. The development of such a policy should preclude duplication
of efforts by EPA, state and local agencies. It also may provide a mechanism for
EPA to move ahead with promulgations in a number of areas so that items will be
included in the SIP at an early date.
It is vital that we give considerable thought to those items to be included
in the State Implementation Plan in light of the recent Clean Air Act Amendments
of 1977- Sections 174, 175 and 176 of the Amendments give EPA and other federal
agencies very significant powers regarding federal funding of any projects in
non-attainment areas and must be an integral part of our SIP policy.
15 -
-------
MOTOR VEHICLE EMISSION CONTROL
Although there have been emission standards for new cars since
the 1968 model year, compliance with those standards was not required
at high altitudes. At Denver's altitude, the higher ratio of fuel to
air causes poor driveability and greatly increased emissions. There
is not enough oxygen in the combustion chamber to ignite all the fuel,
or in the exhaust system for a catalytic converter to react. The result
is that emissions at high altitude are approximately twice that of sea-
level .
On October 18, 1974 EPA promulgated regulations (39 FR 37300) for
the certification of 1977 and later vehicles intended for sale above
4,000 feet in elevation. The regulations required that new vehicles be
tested under high altitude conditions. The regulations allow manufacturers
the alternative to design vehicles intended for use at high altitude with
(1) fixed calibrations capable of meeting emission standards only at high
altitude, or (2) automatically variable calibrations capable of meeting
emission standards at both low and high altitude without adjustment or
modification. A \ehicle model not intended for sale at high altitude did
not require high altitude certification, and initial sale of such vehicles
for high altitude use was prohibited.
Most manufacturers chose to certify vehicles with fixed calibrations
for high altitude, since this is the least expensive option. Thus, 1977
vehicles were certified for use either at sea-level or for 5,200 feet
(the altitude specified for high altitude certification), and most
vehicles certified for one altitude do not meet standards at the other
altitude.
Only about 2.5% of all cars sold in the United States are sold at
high altitude. Because of limited projected sales of certain models and
options, manufacturers simply did not bother to certify many vehicles for
high altitude, thus limiting the diversity of cars provided for sale in
Denver. As a result, some individuals purchased vehicles at low altitude
which were not designed for use or modification for use at high altitude.
There is no assurance that used 1977 vehicles sold in Denver will be
adjusted, or will be capable of being adjusted, for high altitude.
Thus, the intended impact of the EPA regulation on reducing emissions
was not completely realized and the public blamed EPA for not having a
full selection of new models and options. New car dealers at high
altitude also claimed they had lost sales.
The Clean Air Act Amendments of 1977, Public Law 95-95, revoked EPA's
high altitude regulations until the 1981 model year. EPA may implement
high altitude requirements from the 1981 model year to the 1983 model
year pursuant to Section 202 (f) of the Clean Air Act. However, such
requirements cannot require more control than a 90% reduction from 1970
model year vehicle emissions at high altitude. Beginning in 1984, all
light duty vehicles must meet the statutory emission standards (0.41 HC,
3.4 CO, and 1.0 NOJ regardless of altitude.
A
- 16 -
-------
EPA can only require that vehicles are built to meet the emission
standards when properly maintained and operated. EPA's testing of in-use
vehicles at low altitude indicates that the Federal motor vehicle control
program is not obtaining the expected emission reductions because of im-
proper adjustments and lack of proper maintenance. Inspection and Main-
tenance (I/M) of in-use vehicles has been shown to be the most cost-
effective way to insure that vehicles are properly maintained. The
Colorado program includes only 1977 and later model year vehicles because
it was the consensus of the Colorado decision-makers that, since these
are the vehicles required to meet emission standards at high altitude,
they are the only group of vehicles for which sufficient emission re-
ductions could be gained to make a program worth considering. The mor-
atorium on high altitude compliance may cause postponement of the Colo-
rado I/M program.
The reason for the moratorium on high altitude certification seems
to be that new car dealers at high altitude claimed severe hardship due
to loss of sales, since manufacturers did not offer many models and options
at high altitude. EPA has been aware of the problems caused by limited
model and option availability in high altitude areas. Meetings were
held by EPA and the National Automobile Dealers Association with the high
altitude dealers, and EPA personnel visited many individual dealers through-
out the high altitude area. While it is true that there has been some
loss of sales, the claims of severe hardship are untrue. In addition,
the limited availability has not been caused by the inability of the man-
ufacturers to meet emission standards at high altitude, but largely by
marketing decisions based on the fact that only 2.5% of nationwide sales
are at high altitude. Limited EPA testing of in-use 1977 high-altitude
certified vehicles indicated that such vehicles were cleaner than their
sea-level counterparts. High Altitude Certification for the entire line
of vehicles sold at sea-level would have been no more expensive than for
those actually certified. The EPA regulations required only one test ve-
hicle per engine family and emission control system combination. The models
and options which were certified for high altitude in 1977 represent nearly
all engine families, and so the addition of other models and options would
probably not have required additional test vehicles. The actual cost for
certification would not have changed significantly.
The Clean Air Act Amendments also require "High Altitude Performance
Adjustments." The motor vehicle manufacturers are required to provide
instructions for each class or category of vehicles for which there are
Federal emission standards. The instructions should specify the vehicle
and engine adjustments and modifications necessary to insure emission
control performance at different altitudes, pursuant to regulations
promulgated by the Administrator. The promulgation of such regulations,
coupled with an inspection/maintenance program to insure that the
appropriate modifications are made, could reduce emissions from 1968
through 1975 model year vehicles by 25 to 50 percent.
- 17 -
-------
We will not pursue the provision for "New Motor Vehicle Emission
Standards in Non-attainment Areas," Section 177 of the Act as amended.
States with non-attainment areas may adopt the California Emission
Standards if they have an approved non-attainment area SIP revision.
The standards must be adopted by both California and the State two years
before the effective model year. Since we are now in the 1978 model
year, the first year which could be subject to the California standards
would be the 1981 model year. Promulgation of high altitude emission
standards is provided for by the Clean Air Act for the 1981 model year,
and high altitude standards would be more effective than adoption of
the California standards.
In summary, there are four activities of the Motor Vehicle Emission
Control Program:
(1) The development of high altitude emission standards for new
vehicles to be effective with the earliest possible model year.
(2) The development of regulations to require the manufacturers to
provide high altitude performance adjustments for vehicles not
certified to meet emission standards at high altitude.
(3) Federal Vehicle Inspection/Maintenance to obtain early emission
reductions from Government Owned Vehicles and additional experience
for running an area-wide I/M Program.
(4) Inspection/Maintenance of in-use vehicles to insure that the
new vehicle emission standards continue to be effective.
-18-
-------
Program Element: Motor Vehicle Emission Control
Activity: High Altitude Emissions Standards
Objective: Reduction of emissions from new cars
Activity Description
Efforts to promulgate high altitude emission standards for new
vehicles should begin as soon as possible. The Colorado Congressional
delegation should be briefed on the necessity to reinstate EPA's high
altitude certification program with the 1979 model year. The
feasibility of meeting the 1979 standards at high altitude has already
been demonstrated, since the same standards were in effect with the
1977 model year. To minimize the impact on the buying public, the Act
should be amended to require that all models and options sold at low
altitude should be certified for high altitude. To minimize the economic
impact, the requirement for sale of only new vehicles which have been
certified for high altitude could be limited to areas with a requirement
for an inspection/maintenance program in the SIP. Parallel with the
legislative effort, EPA's Office of Mobile Source Air Pollution Control
should be urged to draft the appropriate regulations.
-19-
-------
Program Element: Motor Vehl'c1e Bn1ss1on Contro1
Activitv Hl'gh altitude performance adjustment
-.. _ Reduction of emissions from 1968-1983 cars not certified
Objective:
for high altitude.
Activity Description
EPA now has the authority (Sec. 215 CAA) to require that motor vehicle
manufacturers design and submit adjustments and modifications to lower
emissions for 1968 and later vehicles not designed for high altitude.
Headquarters should be urged to promulgate such regulations as soon as
possible.
Emission benefits of I/M Programs for pre-1974 model year vehicles by
EPA and Colorado have shovyn disappointingly low benefits because such
vehicles were never designed or adjusted to meet standards at high altitudes,
1975 and 1976 vehicles have shown greater benefits from I/M but high
altitude performance adjustments would increase the effectiveness for all
1968 through 1976 model year vehicles. The approximate results of high
altitude testing of a simple high altitude device are shown below:
Model Year Emission reduction
I/M alone 1968 - 1974 11% HC 14% CO
I/M alone 1975 - 1976 21% HC 24% CO
I/M w/modification 1968 - 1974 20% HC 50% CO
I/M w/modification 1975 - 1976 30% HC 60% CO
Similar or greater benefits could be expected from 1977 through 1984
model year vehicles which are not certified for high altitude. (Even
with a high altitude certification program, many of the in-use vehicles
in the Denver area will be low altitude vehicles purchased outside the
high altitude area). Requiring installation of high altitude performance
adjustments by new car dealers prior to initial registration through I/M
will be investigated.
-20-
-------
Program Element: Motor Vehicle Emission Control
Activity: Federal Vehicle Inspection/Maintenance
Objective: Reduction of Emissions from Federal Vehicles
Activity Description
Information on inspection/maintenance in general and on the
Federal sector vehicle emission related maintenance practices would
be gathered during the first three months of the program. This phase
would culminate in the proposal of a federal vehicle I/M Program by
the end of April, 1978.
The Federal I/M Program would begin to be set up in October of
1978. Actual vehicle testing should begin no later than January 1,
1979, one year prior to the start of the full scale Denver Regional
I/M Program. The Federal I/M effort would provide early reductions
in emissions not otherwise obtained, and would also provide valuable
experience for running the area-wide program.
-21-
-------
Program Element: Mntnr VphirlP Fmicci
nn
Activity: Jnspprt inn/Ma intpnanrp
Objective: Maint.PnanrP of maximum emissinn redtirt.inn through augmentation
of Colorado's I/M Program. .
Activity Description
The Colorado I/M Program is to begin in January of 1980, and will
affect 1977 and later model year vehicles. The enabling legislation
requires that the legislature approve any emission standards, and
requires the resolution of several questions regarding the I/M Program:
the cost and effectiveness of I/M under high altitude conditions, the
durability of catalytic converters on in-use vehicles, and the effective-
ness of I/M on high mileage 1975 and 1976 vehicles.
The Office of Mobile Source Air Pollution Control, Region VIII, and
the State of Colorado are cooperating in a test program to answer these
questions. The data from the present and past high altitude test pro-
grams, test programs concerning I/M at sea-level, and the experiences of
other states with I/M programs in actual operation must all be pulled
together to develop and support a viable I/M Program for Denver.
Denver is a non-attainment area for carbon monoxide and oxidants,
and thus SIP revisions must be developed under Section 172 of the Act.
A requirement of such a SIP revision is that it "provide for the imple-
mentation of all reasonably available control measures as expeditiously
as practicable."
The high altitude test programs have shown that, for 1968 through
1976 vehicles undergoing both high altitude modifications and I/M, the
emission reductions are similar to those now being credited by EPA to
I/M at sea-level. Colorado, however, does not presently plan to cover
such vehicles in their I/M Program; only 1977 and later model year
vehicles will be affected. Thus, the present Colorado I/M Program does
not provide for all reasonably available control measures; most of the
emissions would be left uncontrolled.
Another issue arises from the fact that Colorado plans a de-
centralized private garage program, less effective in terms of quality
control than a centralized inspection program. Most of the ongoing I/M
programs in other states are centralized (Arizona's is operated by a
private contractor, Oregon and New Jersey have state-run programs). The
principle reason that Colorado chose a decentralized system is that the
safety inspection are now carried out by private garages. The issue of
centralization vs.. decentralization should be reconsidered in the
augmentation of Colorado's I/M Program.
- 22 -
-------
EMPLOYER INCENTIVES
An employer incentive program offers potential in the short term
for decreasing air pollution in the Denver metropolitan area. The
purpose of an employer incentive program is to encourage employees to
share rides and ride mass transit to and from work. Thirty seven
percent of the trips in the Denver metropolitan area are work related,
hence a successful program can accomplish a great deal.
There are a number of incentives which can be provided to employees
by their employers. For example, employers can offer carpool matching
services, provide information on bus routes, and implement vanpooling
programs. Employers can directly subsidize programs such as preferential
free or reduced-rate parking for members of carpools and vanpools and
reduced public transit fares. In Denver some employers subsidize as
much as 50% of the cost of riding public transit.
Everyone associated with an employer incentive program derives
benefits. The employee who participates has an opportunity to reduce his
commuting costs, to conserve valuable energy resources and to help reduce
air pollutant emissions. The employer benefits from improved public re-
lations and saves operating costs by reducing the amount of parking that
he must provide adjacent to his facility. The general public benefits
because air quality is improved, and general traffic congestion and other
negative social impacts of our transportation system are minimized.
There are a number of ongoing efforts in Denver related to employer
incentives. Regulation 9 of the Air Pollution Control Commission in
Colorado established employer requirements for carpool matching. That
Regulation is attached as Appendix D. The program has been successful for
some employers who were interested, however the manpower to implement it
properly has not been available.
The EPA Employer Incentive Program as it is presently conceived con-
sists of four separate stages. The first stage involves the demonstration
of the effectiveness of the various kinds of employer incentives within the
EPA Region VIII Office. The demonstration program will attempt to show
other Denver metro area employers what can be done through employer incen-
tives. We will (1) attempt to initiate an EPA vanpooling program (2) improve
EPA's carpooling matching program (3) provide extensive information on
transit availability to employees and (4) provide various kinds of incentives
including but not limited to free parking spaces for carpoolers and vanpoolers
During the second stage of this program the EPA demonstration efforts
will be expanded to the entire federal community in Denver. There are 43,000
civilian and military federal employees in the Denver metropolitan area. We
will expand our efforts begun during the EPA demonstration into the total
federal community. This will require the establishment of a larger staff of
-23-
-------
EPA employees due to the labor intensive nature of this kind of service.
In the third phase of the employer incentive program EPA will encourage
employer incentives for state and local government employees. The final
stage of the program involves the expansion of the employer incentives to
private employers. The third and final stages of the employer incentive
programs are envisioned to be a combined EPA, state and local effort.
In the remainder of this section the four stages of the EPA Employer
Incentive Program will be discussed in greater detail. The emphasis will
be on the numerous questions that must be answered over the three months
during Phase one of the Denver Air Program.
The next three months will help us to more clearly define each of
the four stages of an employer incentive effort. It is nearly impossible
for us to describe, in this document, our specific efforts in Stages 2-4.
Our efforts over the next three months can be quite clearly defined since
we have done enough preliminary work to identify the major options available
to us. Although Stages 2-4 are discussed below, one must realize at the
outset that these discussions are tentative and that the in-depth investi-
gations of the next three months and the EPA demonstration may substantially
alter our course.
-24-
-------
Program Element: Employer Incentives
Activity: EPA Demonstration and Ihformatlon Gathering (Stage 1)
Objective: Gather Information on Carpool incentives and reduce EPA
Employee vehicle miles traveled
Activity Description
Since the EPA Demonstration is an integral part of our internal "learning"
process it is difficult to separate it from basic information gathering in any
meaningful way. At least during Stage 1 and 2 (EPA demonstration and Federal
Program), teams of EPA professionals will spend considerable time in employers'
offices gathering data and establishing incentives, ie., implementing a program.
It is this basic approach that will be developed and refined during Stage 1.
The major unanswered questions at this point are: (1) Uhat employer in-
centives to encourage ride-sharing (vanpooling and carpooling) and transit usage
are available? and (2) Which of these can be implemented in light of the various
constraints (legal, economic, institutional, and so on)? The efforts over the
next three months will be geared toward answering these two questions.
Our information gathering will begin with a review of basic reports dealing
with the subject. This review will reveal the most successful programs, which
will be investigated further.
Concurrently with the information gathering process, EPA Region VIII employ-
ees will be asked to complete a questionnaire concerning their commuting habits.
(See Appendix C for a copy of this questionnaire) The results of this question-
naire will be used for a number of purposes. First, the summary information ob-
tained from the results will indicate to us which specific incentives to pursue
for the EPA demonstration. Second, the results will help us categorize individual's
commuting habits such that we can provide the most service to individuals currently
driving alone. Finally, the knowledge gained from the responses will enable us to
improve the questionnaire itself and to streamline techniques for analyzing it.
The incentives to be investigated include:
(1) Parking for High Occupancy Vehicles
(2) Vanpooling for EPA employees
(3) Carpool matching
(4) On-site bus ticket sales
(5) Expansion of RTD route/schedule information
(6) Investigation of EPA downtown shuttle
(7) Provision of additional services/amenities for bikers
The EPA demonstration is scheduled to be in place by 2/28/78.
-------
Program Element: Employer Incentives
Activity: Federal Employee Incentive Program (Stage 2)
Objective: Reduce federal employee work trip vehicle-mi1es-traveled_
Activity Description
The lessons learned during tne EPA demonstration program will be
useful in implementing incentives applicable to the entire federal
community. There are several essential elements of this program. First,
the techniques for gathering data on employee commuting habits and
summarizing that data must be computerized. In addition, carpool and
vanpool matching as well as transit route information services must be
computerized. Furthermore, EPA must provide the staff resources to do
the job and to provide continuing, permanent followup.
As in the EPA demonstration, the Federal program (Stage 2) will
begin with a questionnaire (after "public" awareness efforts, described
elsewhere). The data from this questionnaire will be analyzed and a
program will be tailored to each federal facility based on: (1) commuting
habits of the employees, (2) location and size of the facility, (3) at-
titude of the management and employees, (4) previous efforts to encourage
ride-sharing by the facility and (5) physical aspects of the facility
(parking provided, distribution of employees within the facility, etc.)
In addition to those incentives listed previously for the EPA demon-
stration, other possibilities for federal facilities are to:
1. Introduce parking fees for single occupant vehicle parking at
government owned installations.
2. Allocate all close-in federally-owned parking spots to high
occupancy vehicles. Relocate other parking facilities further
away from offices than they presently are.
3. Investigate RTD subscription bus service from residential areas
to high density Federal employment centers. This could be com-
bined with staggered work hours or flexitime to provide the needed
RTD bus capacity.
4. Provide regular low-polluting circulator service to handle travel
on federal facilities.
5. Work with RID to improve regular bus service to all federal employ-
ment centers. Use work schedule changes as appropriate to
facilitate RTD activities.
6. Develop a system to involve new out-of-town employees moving to
Denver in a ride-sharing program. Provide transit/carpool/vanpool
information to assist persons in choosing a residential location.
7. Develop, along with GSA, a plan for locating new federal office
space such that VMT is minimized.
The Federal incentive program is scheduled for complete implementation
by 7/1/78.
-26-
-------
Program Element: Employer Tnr.prvMvp<;
Activity: State and Local Government Employee Incentive Program (Stage 3)
Objective: Reduce State and local government employee work trip
vehicle-miles-traveled
Activity Description
It is difficult 10 be very specific regarding this program at
this early date. The general concept is to extend the successful
aspects of the Federal government incentive program to State and
Local government employees. Nearly all of the specific items discussed
under the EPA Demonstration and the Federal Program are applicable to
other governmental bodies. There may be other possibilities as well,
because, for example, restrictions on use of State or local government
owned motor vehicles may differ from federal restrictions.
EPA certainly has a major role to play in the Stage 3 program.
That role is basically to serve as a catalyst and technical resources to
State and local governments thus EPA staffing should remain the same as
Stage 2. Hopefully we can create a cooperative local/state/federal
effort to implement a Stage 3 program with the State taking the lead on
State employees and local governments taking the lead with local employees
Cooperation developed under this program is an essential for the final
stage of the employer incentive program-private employer incentives.
Assuming a cooperative Federal/State/Local effort, this program
could be totally implemented on or before 12/31/78.
- 27 -
-------
Program Element: Employer Incentives
Activity: Private Employer Incentive Program (Stage 4)
Objective: Reduce private sector employee work trio vehic1q-ilgs
traveled
Activity Description
Stage 4 should begin with two givens. First, Regulation 9
should be supported through greater enforcement and/or expanding the
scope of the regulation. Second, it is conceivable that private
employers will have voluntarily adopted various incentives as a result
of Stages 1-3. Since we intend to "get out the word" on our program,
others may follow.
If the EPA concept of providing on-site assistance to employees
(a kind of consulting service) is extended to some or all private
employers, then EPA staffing will have to be expanded to help provide
the service. Similar expansions in state/local government staffing will
be necessary. Intergovernmental personnel transfers (e.g. IPA's) may be
desirable. To better manage Stage 4 and other parts of the Denver Air
Program, an innovative locally-based agency with employees detailed from
local/state/federal government may become a real option. All of these
events appear too distant to accurately predict at this point in time.
We should be in a much better position to be specific in six months to
a year.
- 28 -
-------
TRANSPORTATION MANAGEMENT
This section of the Action Plan might well be entitled "miscellaneous
VMT reduction efforts." Some of the items to be investigated will ulti-
mately be included in the SIP in accordance with the SIP Policy to be
developed as another work element, and others will not. The work to be
done under this work plan will define what items will be included.
Several specific work efforts are introduced below, which will be
further developed in the coming months. There are numerous planning and
construction efforts in the Denver Area which must be interfaced with EPA's
activities to reduce VMT in the metro area.
There are a number of reasons why it is necessary, if not essential,
to have a formal mechanism to interact with the EPA headquarters personnel.
Perhaps the most important reason is that there are a number of people in
the EPA headquarters who have valuable experience in transportation and
air quality. The Regional Office would like to be in a position to draw on
this planning expertise. Furthermore, since we have relatively new legisla-
tion (the Clean Air Act Amendments of 1977), there are a number of legal
questions which center on EPA's authority in the area of transportation
control planning. Involving headquarters on a continuing basis should
ensure that the Denver program maintains a high level of visibility with
the Administrator and his staff as well as with involved Assistant
Administrators. There is no doubt that the Regional Office will need
additional manpower from headquarters, on a temoorarv or Dprmanpnt basis,
to assist regional personnel.
The involvement of headquarters is essential if Denver transportation
projects that benefit air quality are to receive preferential funding.
Although such projects are already afforded priority funding under the
Clean Air Act Amendments of 1977, a successful demonstration requires a
commitment to additional funds for Denver.
Another very important reason for headquarters involvement will be
centered on the necessity to interact with other federal agencies at a
policy level. Our headquarters personnel, particularly in Office of
Transportation and Land Use Policy, have developed policy level contacts
with other federal agencies such as the Department of Transportation.
The support of these other federal agencies is a necessity if we are to
accomplish our objectives. The Regional Office must also directly
coordinate with Regional Offices of other Federal Agencies such as the
Departments of Energy and Transportation, and with local and State
transportation agencies.
An area which will be investigated in the coming three months is the
possibility of developing regulations which would apply to new and existing
Federal indirect sources of air pollution and to new and existing sources
of volatile organic materials which are owned or controlled by the
Federal government;
- 29 -
-------
Program Element: Transportation Management
Activity: Headquarters Coordination
Objective: Obtain assistance and program support
Activity Description
By the end of January we will have established the formal mechanism
for this coordination. We will develop specific work groups both at the
policy and staff levels. We fully expect to have manpower commitments
from headquarters to insure that those people assigned to the work groups
will have sufficient time available for the Denver air effort. Specific
work will be assigned to each of the various groups and dates and mile-
stones will be associated with the tasks. The following is a list of
organizations in headquarters which will be involved in our coordination
efforts.
1. Office of Transportation and Land Use Policy
2. Office of General Counsel
3. Mobile Source Enforcement Division
4. Office of Air and Waste Management
5. Office of Air Quality and Planning Standards
6. Office of Mobile Source Air Pollution Control
7. Office of the Administrator
8. Construction Grants Office
9. Office of Federal Activities
Involving headquarters on a continuing basis should ensure that the
Denver program maintains a high level of visibility with the Administrator
and his staff as well as other involved Assistant Administrators. There
is no doubt that the Regional Office will need additional manpower from
somewhere to complete the program and plan and on schedule. With a policy/
management level commitment to the Denver demonstration the regional office
would expect to be able to obtain additional manpower from headquarters
on a temporary or permanent basis to assist regional personnel.
- 30 -
-------
Program Element: Transportation Management
Activity: Coordination with Departments of Transportation and Energy
Objective: Reduction of Transportation Emissions
Activity Description
In the Region VIII area the Federal Highway Administration personnel
are very receptive to progressive transportation planning. Hence, there are
many things which have been accomplished in the Denver area relating to air
quality and transportation through the previously discussed process man-
dated by 23 USC 109(j). Our Denver Task Force will expect to improve our
coordination with both the Federal Highway Administration and the newly
created Department of Energy in the next three months. The initial work
plan goal will be to increase EPA's understanding of the possibility of
developing multi-agency support for the implementation of transportation air
quality strategies in Denver. As a simple example the Department of Energy
has available funding to support vanpooling programs for reduction of energy
consumption. This program has not been pursued in the Regional Office simply
because of a lack of manpower.
31 -
-------
Program Element: Transportation Management
Activity: Development of Federal Indirect Source and Organic Substance Reg.
Objective: Reduction of Emissions from Federal Facilities
Activity Description
Indirect sources of air pollution are locations such as football stadia,
federal activity centers, etc. which attract large quantities of motor
vehicle traffic. Indirect sources do not generate air pollution by them-
selves but the automobiles that bring the people to use the facilities do.
The Clean Air Act Amendments of 1977 give EPA specific authority to regulate
other federal agencies which are building indirect sources. Considerable
research is necessary in this area to determine the nature and extent of
EPA's authority, as well as the best regulatory mechanism. This item will
be extensively investigated, and early in 1978 a recommendation will be pre-
pared regarding EPA's approach to developing regulations in this area. The
schedule includes dates for proposing a federal regulation and adopting that
regulation.
We will investigate the possibilities of relocating existing federal
facilities to other outstate areas for purposes of air quality improvement in
Denver. The General Services Administration will be encouraged to increase
the role of air quality in making decisions about acquisition of new federal
office space.
It may be necessary for EPA to develop a Federal regulation to control
new and existing emissions of volatile organic substances from Federal
Facilities. The schedule included in this document also indicates that the
Denver Task Force will prepare specific recommendations regarding new
regulations in this area.
As a result of this activity, EPA will develop and promulgate federal
regulations for any of the above areas which are determined to need them.
- 32 -
-------
Program Element: Transportation Management
Activity: The NEPA Process
Objective: Reduction in Transportation Emissions
Activity Description
Most of the accomplishments of the area in transportation control
for air quality have occurred as a direct result of National Environmental
Policy Act. Historically, beginning in 1970 and 1971, EPA has suggested
alternatives to reduce air pollution impacts from transportation-related
projects in the Denver area. As a result of our comments and those of
other environmentally oriented groups, we have managed to get a number of
studies commissioned and some projects actually built. EPA comments on
the South Santa Fe Environmental Impact Statements have produced a
significant commitment for high occupancy vehicle treatment in that corridor.
Likewise we have the same commitment regarding potential ramp metering
projects and possible carpool lanes on 1-70 and 6th Avenue. The Denver
Task Force will attempt to assemble a unified policy for environmental
impact statement reviews in the metro area. This should be of some assistance
to those preparing EIS's in that it would eliminate some of the variability
in the EPA decision making process.
- 33 -
-------
Program Element: Transportation Management
Activity: Coordination with RTD
Objective: Decreased Auto Use
Activity Description
The Denver Task Force will develop improved liaison with the
Regional Transportation District which will hopefully allow us to
include items in the Action Plan that will improve ridership and
bus service and hence make bus trips more attractive. Employer
incentives for improving transit patronage have already been discussed
in a different chapter of this work plan. The area of investigation
which will be intensified under this work plan element relates to con-
struction improvements in RTD's facilities, and the acquisition of
additional buses or vans as well as the development of preferential
treatment for buses. We do not know at this point the extent to
which we can assist the Regional Transportation District in these
specified areas. However, we hope to develop a specific action plan
items to assist RTD in the fulfillment of both our missions.
- 34 -
-------
Program Element: Transportation Management
Activity: Coordination with Denver COG
Objective: Transportation Emissions Reduction
Activity Description
The Denver Regional Council of Governments has committed to redeveloping
the long range transportation plan for the Denver area. This process is called
"the plan restatement." The process is separated into two phases. The first
phase involves modification in a minor way of the existing transportation
plan to reflect fiscal realities. Several highway projects have been deleted
because there does not appear to be sufficient funding to complete those
projects in the near future. Other projects are being modified or deleted as
a result of citizen complaints or other citizen actions. Once this "pared
down" plan is complete, it will be evaluated using transportation and air
quality models to determine whether or not there will be air quality viola-
tions associated with its completion. This concludes Phase I of the restate-
ment process. At that point, if there are projected air quality violations
in the future, the plan will be completely reworked. If the decision is
ultimately made to completely rework the transportation plan, the Denver Task
Force will make every attempt to heighten its involvement in the plan restate-
ment. The goal of this work element will be to assign highest priority to
those projects which have some hope of improving air quality as they are built.
The long range transportation plan of the Council of Governments includes
a TSM element made up of "transportation control plan like" strategies and
projects. FHWA has available funding for these projects and is emphasizing
the importance of their completion to solving the air pollution problem.
In the coming months the Denver Task Force will become more familiar
with the existing Transportation Management Systems Plan and will formulate
a program to encourage implementation of transportation strategies which are
important in solving the air pollution problem. EPA will use its legal power
to attempt to insure that TSM elements are built ahead of large new highway
projects. Some of the type projects that are currently included in the
transportation systems management element include vanpooling, new construction
or modification of existing roadways to accommodate preferential treatment for
high occupancy vehicles, bus shelters and other improvements to the
transit system.
- 35 -
-------
Program Element: Transportation Management
Activity: Transit Planning for New Residential Areas
Objective: Decreased Auto Use
Activity Description
The EPA Regional Office will develop a work element in the
Action Plan which will establish a transit planning consulting
office, either in the regional office or in conjunction with
Regional Transportation District. The function of the office will
be to provide recommendations to the developers on how they can
provide transit service in conjunction with RTD and encourage the
new residents of the development to commute to and from work in
other than a single occupancy vehicle. This same group will
also investigate the possiblity of modifying federal, state and
local regulations for zoning and planning and building permits so
that the guarantee of transit service and the commitment to that
service can be made prior to the issuance of certificates of
occupancy being issued.
- 36 -
-------
Program Element: Transportation Management
Activity: Coordination with Denver Planning and Traffic Engineering
Objective: Reduction of Transportation Emissions
Activity Description
Coordination and liaison will be improved in the coming months between
the EPA Regional Office, the Denver Planning Office, the City Traffic
Engineering Office. It is not clear at this point, what specific end this
improvement and coordination may serve. However, it is a well known fact
that the City Traffic Engineering Department has almost total autonomy over
traffic engineering in the Denver area. As an example, if it were decided
to convert specific streets in Denver to streets for bicycles, the City
Traffic Engineering Department would have only to put up signs and advertise
the changes. The Denver Task Force will pursue efforts to make traffic
engineering changes for air pollution outside federal or state mandates
which might apply to the city.
- 37 -
-------
Program Element:
Activity: Riryrlo Planning
Objective: nprrpaspri Aiit.n Ike
Activity Description
Denver has had for some time, a long range bicycle path plan.
The plan has been partially implemented (50%) and has been successful,
however, it has been largely oriented toward pleasure bicyling, rather
than commuter bicycling. A number of groups in the Denver metro area
have now developed a heightened interest in establishing a bi.cycling
system, to allow people to commute to and from work on their bicycles.
The EPA Regional Office will investigate several ideas which have been
proposed to improve commuter bicycling in the area. These include
employer incentives which have been previously discussed and the dedica-
tion of specific streets to bicycling only. Likewise EPA will attempt
to plan commuter education programs for bicylists and to encourage a
structural improvement of the transportation system to allow increased
compatabil ity with the bicyclists. These items include, in addition to
better bicycle paths, bicycle handling facilities on some transit
vehicles, development of safe storage for bicycles at park & ride lots,
and selected bus stops and the provision of amenities such as showers
and locker rooms by large employers.
- 38 -
-------
APPENDICES
- 39 -
-------
APPENDIX A
DENVER AIR PROGRAM WORK PLAN SCHEDULE
The schedule on the following two pages is intended to provide the
reader with a general idea of the proposed timeframe for implementing the
major programs which are being proposed to clean up Denver's air. There
are a number of different efforts which will all be developed simultane-
ously but somewhat independently. Since the first stage of the program
involves data gathering and scoping each of the various efforts, in some
instances, it is difficult to associate dates certain with the various
stages of the effort. In some cases, the various stages of a specific
effort will not be defined until early 1978 at the completion of the data
gathering process. For example, the staged program for development of
employer incentives is more easily characterized than the activities of
the Transportation Management Policy Group. The data gathering effort
will largely determine the activities of the latter.
- 40 -
-------
DENVER AIR PROGRAM SCHEDULE
Activity
No.
1
2
3
4
5
6
7
8
9
10
11
12
Completion
Date
11/14/77
11/15/77
11/18/77
11/21/77
11/23/77
11/28/77
11/29-12/9/77
1/31/78
1/31/78
1/31/78
2/28/78
2/28/78
Activity
Description
Brief Regional Administrator
Draft Work Plan
Final Work Plan
Informal Briefing for Colo. APCD
Brief Regional Administrator
McGinnis Presentation on Work Plan
Briefings for Outside Organizations:
FRC Governor's office
GSA Congressional delegations
DOT/IPG Chambers of Commerce
DOE APCC and DRCOG
HUD Citizens Groups
HEW McNichols
DOD HQ-EPA
DQJ Interested State Agencies
Action Plan Program Finalized
Internal EPA Organization in Place
Complete Policies on SIP and Construction
Grants and Develop Mechanism for HQ Input
EPA Internal Demonstration Fully Implemented
Announcement of EPA Demonstration &
13
3/01/78
Forthcoming Federal Agency Program
Initiate Activities of Transportation
Management Policy Group
- 41 -
-------
Acti vi ty
No.
14
15
16
17
18
19
20
21
22
23
24
25
26
27
Completion
Date
3/15/78
3/15/78
3/15/78
4/01/78
4/30/78
7/01/78
7/05/78 (approx.
8/01/78
10/01/78
12/31/78
12/31/78
4/01/79
1/01/80
1/01/80
Activity
Description
Final Design of Public Awareness Program
Address Neighborhood Groups
Implement Public Awareness Program
Propose Federal Indirect Source Regulation
Propose Implementation of Federal I/M
Program
Federal Agency Incentive Program in Place
)Air Pollution Independence Day
Finalize and Implement Federal Indirect
Source Regulation
Begin Implementation of Federal I/M Program
State and Local Incentive Program in Place
Propose Augmentation of State I/M Program
Finalize Augmented I/M Program
Implement Augmented I/M Program
Private Employer Incentive Program in Place
- 42 -
-------
November 18, 1977
Policy
Formulation
Feb. 1, 1978
[RETREAT]
1 WORK PLAN i
i . i - J
T
EPA
Employer
Incentive
Program
1
Info !
Gathering!
Preferred Parking
Vanpooling
Carpool Matching
On Site Bus Ticket sales
Expand RTD route/sched info
Consider EPA shuttle
Services for bicyclists
] Public .
|Awareness{
/
Employer
Incentives ]
Continue EPA Prog.
.Initiate Federal prog.
-Work with State and local
officials, expand to private
sector (SIP)
-Federal I/M
-Hi Alt. Emission Stds.
-Regs for hi-alt. perform-
ance adjustments
LTie into State I/M (SIP)
_TSM elements
-RTD liaison
^-Transit planning
-Indirect source regs.
-Bicycle routes
-NEPA process
_Tie into SIP
January 1980 Denver program in place for public and private sectors,
- 43 -
-------
APPENDIX B
Transportation Control Plan Development Background
In response to the Clean Air Act of 1970 and the timetables specified
therein for the development of transportation related portions of the State
Implementation Plan, the Air Pollution Control Division of the State Health
Department of Colorado wrote the original transportation control plan for
Denver. This plan contained a number of different measures including bus
and carpool lanes, inspection and maintenance, retrofits, improvements to
the mass transit system, and the development of a bikeway program. Subse-
quent to that action, EPA promulgated two additional regulations so that
the approved adopted State Implementation Plan for Colorado would show
attainment of the national ambient air quality standards by 1977. These
two additional strategies were gasoline rationing and vapor recovery for
the transfer of petroleum products.
Very little progress has been made toward implementing the original
transportation control plan. Progress to date includes the demonstration
bus lane pair on Lincoln and Broadway and some plans to install ramp
metering devices on 1-70 and 6th Avenue. The first two stages of a vapor
recovery program including bulk terminals and gasoline service stations
have been implemented. The Air Pollution Control Division is implementing
certain portions of the Air Pollution Control Commission Regulation No. 9.
This regulation requires incentive programs for carpools and high occupancy
vehicles to be carried out by all employers of more than 50 people in the
Denver area. The program is, in place and most employers have submitted
plans. It is not yet known how successful the Division's efforts have been
because they have not had sufficient staff to analyze adequately the accom-
plishments of the various carpooling incentive programs planned by Denver
area employers. Two other portions of that same regulation require the
development of a parking management plan for Denver and the development of
a Park & Ride plan. Both these plans are to be implemented according to
the regulation. However, the Denver Regional Council of Governments made
a commitment only recently to get involved in parking management. RTD's
Park & Ride program is developing, however, the District maintains that
they are not developing the Park & Ride program because of Regulation 9,
but rather because it is a program that does further mass transit.
The retrofit program has essentially been dropped. The legislature
has, however, finally made a commitment to an idle mode inspection/mainten-
ance program in the Denver area beginning in 1980 which would inspect and
require maintenance on 1977 and later model year automobiles.
- 44 -
-------
A few of the mass transit improvements to which commitments were
made in the original Transportation Control Plan have been implemented.
However, the Regional Transportation District does not have a total
commitment to the development of a "bus only" system. The District
believes that early acquisition of too many buses could preclude fixed
line transportation options in the future.
The bikeway program is approximately 50 percent implemented, how-
ever, it is primarily oriented toward pleasure bicycling rather than
reducing VMT through the encouragement of the use of the bicycle as a
mode to travel to and from work.
The Air Pollution Control Commission and Division have committed
to a total rewrite of the existing transportation control plan as a
result of the federal requirement that theState develop an air quality
maintenance plan for the Denver metropolitan area. This air quality
maintenance plan will, at some point in the future, take the place of
the transportation control plan that is currently on the books, but
largely being ignored. The air quality maintenance planning process
involves two steps. The first is analyzing existing air quality and
projecting the future air quality to allow comparisons to the ambient
standards to be made. If violations are noted, a plan must be developed
in the second stage of the process to insure that air quality will be
maintained at or below the standards in the future. The analysis of the
Denver metro area is complete, and the maintenance planning process is
now beginning. This process must be an integral part of the EPA's
activities in the Denver metro area to improve air quality.
It is important to understand the historical perspective which
caused transportation control plans throughout the country to fail.
Many court cases were filed against the Environmental Protection Agency
shortly after the transportation control plans were approved by this
agency. These court cases have proceeded through the judicial system
and three were ultimately heard before the Supreme Court However no
hard decision was made by the court relative to EPA's authority to
require transportation control measures, and in fact, the most signi-
ficant issues were remanded back to lower courts. Because of the time
consuming nature of the judicial processes, we are not liKely to have
clear-cut definitions of EPA's authority in transportation control
planning area for some years to come. Thus, our efforts should be
concentrated in the areas where our legal authority is clear. One of
the main purposes of the Denver air quality demonstration program will
be to show what kind of strategies can be implemented by a federal agency
to solve urban air quality problems. Hopefully, many of the answers
which we derive from this program will be applicable in other urban areas.
Because of the foregoing, our initial thrust will be aimed at the
federal enclave in Denver. There are approximately 43,000 federal
employees in Denver including the military. If we can make a significant
- 45 -
-------
change in the commuting habits of the average Denver federal or military
employee, we should have some positive effects on air quality. Our
successes and failures in this program will allow us to develop strategies
which can then be implemented by EPA and the State in the private sector.
- 46 -
-------
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
SUBJECT. Denver Air Program Questionnaire
FROM: 8AH_A
EPA Region VIII Employees
The Air Branch is beginning a program to provide a new service to
employees of EPA Region VIII. We hope to provide special service to
employees who:
CARPOOL OR MIGHT WISH TO
. WISH TO VANPOOL
WISH TO RIDE THE BUS IF...
. WISH TO BICYCLE TO WORK IF...
The reason for this program is obvious. We want to set a community
example by doing what we can to REDUCE AIR POLLUTION IN DENVER!
If this voluntary effort works well at EPA, we plan to extend the
concept to the rest of the 43,000 federal employees in Denver area.
To help us get started, please take a few minutes to complete the
attached questionnaire.
In accordance with the intent of the Privacy Act of 1974, we need to
provide you with some general information regarding this questionnaire.
First, the questionnaire is completely voluntary. Your responses will be
seen only by the Denver Task Force members and the undersigned and reported
only as summary statistics for the entire agency. We may, however, provide
specific information to you based on your response. For example, we may
provide names of individuals who live near you who desire to form a carpool.
DON'T WORRY - You won't be graded on the "ecological quality" of your
work trip. We really need your frank answers to put together a good program
for our employees.
Please return the completed questionnaire to your Branch Secretary by
Wednesday, November 30, 1977. If you have any questions or comments, call
Dale Wells, Dave Kircher, John Philbrook, Chuck Stevens or Sally Rawlings
at extension 3711. Thank you.
/Oavid A. Wagoner, Din^ctc/r
Air & Hazardous Matervutfs Division
EPA Fo
I3?n I,
-------
DENVER AIR PROGRAM
EMPLOYEE QUESTIONNAIRE
1. NAME
2. RESIDENCE
ADDRESS
3. ONE-WAY DISTANCE FROM RESIDENCE TO LINCOLN TOWERS
4. PLEASE INDICATE THE APPROXIMATE LOCATION OF YOUR RESIDENCE WITH
AN "X" ON THE MAP BELOW
DENVER, COLORADO
- 48 -
-------
5. CHECK THE WAY(S) YOU TRAVEL TO WORK DURING AN AVERAGE WEEK.
(IF YOU ADD THE NUMBERS BY EACH OF THE BOXES YOU HAVE CHECKED
THE TOTAL SHOULD BE FIVE)
TAKE BUS:
D5 DAYS
Q4 DAYS
fj3 DAYS
[J2 DAYS
CM DAY
DRIVE ALONE:
D5 DAYS
DA DAYS
C|3 DAYS
Q2 DAYS
di DAY
CARPOOL :
D5 DAYS
D4 DAYS
D3 DAYS
G2 DAYS
Dl DAY
BICYCLE: WALK:
d5 DAYS G 5 DAYS
Q4 DAYS d 4 DAYS
n 3 DAYS d 3 DAYS
d 2 DAYS d 2 DAYS
1 DAY ] DAY
- 49 -
-------
6. WHEN YOU DRIVE ALONE TO WORK, WHAT ARE YOUR MAJOR REASONS?
DWORK HOURS DO NOT COINCIDE WITH BUS SCHEDULE OR CARPOOLING.
DMUST DROP OFF/PICK UP CHILDREN AT SCHOOL OR DAY CARE.
DBUS SERVICE IS UNAVAILABLE'OR TOO INCONVENIENT.
DENJOY DRIVING ALONE.
DNEED TO DRIVE ONE OR TWO DAYS PER WEEK TO TAKE CARE OF
PERSONAL BUSINESS (e.g. ERRANDS ON THE WAY HOME)
DOTHER (SPECIFY) .
7. WHEN YOU DRIVE ALONE, WHAT IS YOUR DAILY PARKING COST?
- $1.35
D$1-40 OR MORE
- 50 -
-------
8. WHICH OF THE FOLLOWING EXPRESS YOUR ATTITUDE ABOUT THE BUS
SERVICE AVAILABLE TO YOU FOR TRAVELING TO AND FROM WORK-
(CHECK SEVERAL, IF YOU WISH)
D BUS SERVICE IS ACCEPTABLE.
D BUS TAKES TOO LONG TO GET ME TO AND FROM WORK.
D BUS STOP IS TOO FAR AWAY FROM MY HOME.
n TOO MANY TRANSFERS.
G BUS IS TOO UNCOMFORTABLE (e.g. I HAVE TO STAND UP FREQUENTLY)
D BUS SCHEDULE IS UNRELIABLE.
D TOO FEW BUSES RUN TO AND FROM MY RESIDENCE.
D BUS IS TOO EXPENSIVE.
D DO NOT LIKE TO SIT (OR STAND) NEXT TO STRANGERS.
D OTHER (SPECIFY) _
9. WHICH ONE OF THE FOLLOWING BEST EXPRESSES YOUR ATTITUDE TOWARD
CARPOOLING?
fj CARPOOLING IS AN ACCEPTABLE WAY TO TRAVEL TO AND FROM WORK.
CARPOOLING IS TOO STRUCTURED TO CONFORM WITH MY LIFE STYLE
, ,
L-1
OR WORK SCHEDULE.
CARPOOLING IS UNCOMFORTABLE (EITHER PHYSICALLY OR MENTALLY).
CARPOOLING IS OKAY, BUT I PREFER THE BUS.
CARPOOLING IS IMPRACTICAL FOR ME BECAUSE OF WHERE I LIVE.
OTHER (SPECIFY) __
- 51
-------
10. HOW MANY PEOPLE ARE IN YOUR CARPOOL (INCLUDE YOURSELF)?
D3
D4
D5
Q 6 OR MORE
n NOT APPLICABLE
11. ARE THE MEMBERS OF YOUR CARPOOL
D RELATIVES ONLY
D NON-RELATIVES ONLY
D RELATIVES AND NON-RELATIVES
DNOT APPLICABLE
12. ARE THE MEMBERS OF YOUR CARPOOL ALL EPA EMPLOYEES?
DYES
DNO
D NOT APPLICABLE
13. WHEN YOU DRIVE FOR YOUR CARPOOL, HOW MUCH DO YOU PAY FOR
PARKING?
DO* (EXCLUDING PARKING TICKETS!)
D 5* - 50*
D55<£ - $1.35
D$1.40 OR MORE
QNOT APPLICABLE
- 52 -
-------
14. WHAT BUS ROUTE(S) NUMBERS DO (OR COULD) YOU RIDE?
DEXPRESS DLOCAL QDON'T KNOW
15. DOES THIS BUS RIDE INVOLVE TRANSFERRING FROM ONE BUS TO
ANOTHER BUS?
DYES DNO QNON APPLICABLE
16. HOW FAR IS YOUR RESIDENCE FROM THE BUS STOP?
DO - 1/4 MILE
Dl/4 TO 1/2 MILE
Dl/2 MILE TO 1 MILE
Dl MILE TO 5 MILES
DMORE THAN 5 MILES
DNON APPLICABLE
17. HOW DO (OR WOULD) YOU GET TO THE BUS STOP?
DWALK
DDRIVE ALONE
DCARPOOL
DDRIVEN BY ANOTHER FAMILY MEMBER
DBICYCLE
GOTHER (SPECIFY)
18. ANY OTHER COMMENTS
- 53 -
-------
APPENDIX D
The Control ©f Automotive
Air PoSiution Through the
Eracoajragesraent of public
Transportation and
r Vehicle
Colorado Air Pollution Control Commission
54 -
-------
REGULATION NO. 9
The Control 'of Automotive Air Pollution
through Motor Vehicle Restraints and the Encouragement
of Public Transportation and Carpooling
I. AREA OF APPLICATION;
This Regulation No. 9 shall apply to the Metropolitan Denver Air
Quality Control Region, which includes the counties of Adams, Arapahoe,
Boulder, Denver, Douglas, Jefferson, Clear Creek, and Gilpin.
II. PREFERENTIAL TREATMENT OF BUSES;
A. By September 1, 1974 (in cooperation with the Denver Regional
Council of Governments, the State Department of Highways and
each city and county government within the Metro Denver Air
Quality Control Region) the Regional Transportation District
(R.T.D.) shall develop and submit to the Commission a feasi-
bility study for demonstrating preferential treatment for
buses and carpools within the Metro Denver Air Quality control
Region. By July 1, 1975, R.T.D. shall in the same manner develop
and submit to the Commission a regional plan for establishing
preferential treatment for buses and carpools within this region.
This plan shall include implementation steps, time schedules, and
costs for implementing this plan by January 1, 1976.
After the Commission holds a public hearing on and adopts the
plan, each party so identified in the plan as responsible for
a portion of it shall implement that portion.
in connection with the plan, R.T.D. shall demonstrate to the
Division that implementation of the preferential treatment of
buses will not increase the potential for additional motor
vehicle traffic within the affected area.
B. By October 1, 1974, in cooperation with the Denver Regional
Council of Governments, the State Department of Highways, and
major local business and employment center Associations, the
Regional Transportation District (R.T.D.) shall develop and
submit to the Commission a plan for automobile intercept park-
ing facilities and express bus service to employment and
business centers. Said plan shall include an implementation
time schedule and an evaluation of the effect of plan imple-
mentation upon reducing vehicle miles traveled (V.M.T.).
After the Commission holds a public hearing and adopts the
plan, each party so identified in the plan as responsible
for a portion of it shall implement that portion.
- 55 -
-------
C. With respect to the requirements of Sections 11.A. and II.B.
of this regulation, R.T.D. shall by October 1 of each year
submit plan revisions and additions for improving the effec-
tiveness of adopted plans.
III. EMPLOYER PLAN REQUIREMENTS FOR CARPOOLING AND MASS TRANSIT INCENTIVES;
A. By November 1, 1974, the Denver Regional Council of Governments
shall submit to the Commission a proposal to establish a uniform
carpooling locator service for the Denver metropolitan area.
B. By February 1, 1975, all public and private employers which employ
more than two hundred fifty (250) employees at one time in any one
plant or other business location shall submit an affidavit, or
plan, to the Division on forms provided by the Division. This
affidavit shall be signed by an authorized company employee. The
affidavit shall state that: 1) The locator service developed as
per Section III.A of this regulation will be provided by the
employer for use by all interested employees; or that: 21 another
carpooling locator service of equal or greater effectiveness will
be used. In the case of an alternative locator service, the
employer must submit for approval by the Division a plan describing
the system and effectiveness of it. The affidavit, or plan, shall
provide the following:
1. That the carpooling locator service must be fully
implemented by April 1, 1975.
2. That the carpooling locator service shall be for the
purpose of matching people to facilitate the trans-
porting of two (2) or more persons per vehicle.
3. A description of employee incentives to encourage the
use of carpooling; such as^ free or reserved parking
adjustments in favor of carpooled vehicles where
employee parking is provided, imposition of parking
charges on non-carpooled vehicles, or other incentives.
4. A description of measures to encourage employees to use
bicycles and public transportation; such as, posting
information for employees as to the availability of
bicycle lanes and public transportation to and from
the place of employment; and providing incentives for
use of same (reimbursement of fares for use of public
transportation, provision of secure and convenient
parking for bicycles, and/or other similar fringe
benefits).
C. The Requirements of Sectior III.B shall apply to all public and
private employers which employ more than fifty (50) employees at
one time in any one plant or ether business location exactly
six months later than the ti-.:? requirements of Section III.B
(plan submittal by August 1, '575 and carpooling locator service
implemented by October 1, 19 .
- 56 -
-------
D. All employers regulated by this Section III shall, on an annual
basis coinciding with the plan submittal date, submit on a torn
provided by the Division a brief'progress report as to the effec-
tiveness of implementing measures as required in this Section III.
IV. MOTOR VEHICLE PARKING;
By March 1, 1975, the Denver Regional Council of Governments (in
cooperation with the State Department of Highways and Regional Transportation
District (R.T.D.) shall provide written advice to the Commission as to the
relationship, if any, between restricting the construction of new parking
spaces in the Denver area and reducing vehicle miles traveled. It shall
also recommend to the Commission parking requirements that may stimulate
the use of public transportation and decrease single passenger vehicle miles
traveled.
- 57 -
-------
TECHNICAL REPORT DATA
(Please read Instructions on the reverse before completing)
1EPA-°9R0T8N/T-77-006
3. RECIPIENT'S ACCESSION NO.
4. TITLE AND SUBTITLE
5. REPORT DATE
Metropolitan Denver's Air Program - Workplan
November 14, 1977
6. PERFORMING ORGANIZATION CODE
8AH-A
8. PERFORMING ORGANIZATION REPORT NO
7. AUTHOR(S)
Dale Wells, John Phil brook,
Dave Kircher, Charles Stevens, Sally Rawlings
9. PERFORMING ORGANIZATION NAME AND ADDRESS
Denver Task Force
Air & Hazardous Materials Division
Environmental Protection Agency Region VIII
1860 Lincoln St., Denver, Colorado 80295
10. PROGRAM ELEMENT NO.
None
11. CONTRACT/GRANT NO.
None
12. SPONSORING AGENCY NAME AND ADDRESS
13. TYPE OF REPORT AND PERIOD COVERED
Workplan-Nov. 15- Feb. 28, 19/7
14. SPONSORING AGENCY CODE
15. SUPPLEMENTARY NOTES
16. ABSTRACT
This workplan describes the tasks to be accomplished by the Denver Task Force
to develop an "Action Plan" to solve Air Pollution problems in Denver. The work
described in this report falls into four major categories: (1) development of an
Employer Incentive program to increase commuter vehicle occupancy; (2) development
of an enhanced motor vehicle emission control program for Denver; (3) development
of methods to improve transportation efficiency by providing preferential treatments
for bicycling and high occupancy vehicles; and (4) development of new policies to
deal with requests for construction grants for sewage treatment projects in non-
attainment areas and development of an SIP policy for the Action Plan. The workplan
also specifies an EPA program to heighten public awareness of air problems and
solutions in Denver.
17.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
b.lDENTIFIERS/OPEN ENDED TERMS C. COSATI Field/GlOUp
Transportation Planning
Motor Vehicle Emissions
Employer Incentives
Transportation Control Plans
Public Awareness
8. DISTRIBUTION STATEMENT
19. SECURITY CLASS (This Report)'
21. NO. OF PAGES
60
2O. SECURITY CLASS (Thispage)
22. PRICE
EPA Form 2220-1 (Rev. 4-77) PREVIOUS EDITION is OBSOLETE
-58-
------- |