A SURVEY OF AIR POLLUTION
) IN
CRITICAL CALIFORNIA AIR BASINS
ENVIRONMENTAL PROTECTION AGENCY
c
RESEARCH TRIANGLE PARK, N. C.
MARCH 1973
TRWI
TRANSPORTA TION &
ENVIRONMENTAL
OPERATIONS
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94S4
A SURVEY OF AIR POLLUTION
IN
CRITICAL CALIFORNIA AIR BASINS
Contract No. 68-02-0048
March 1973
Prepared by
TRANSPORTATION AND ENVIRONMENTAL OPERATIONS OF TRW INC.
One Space Park
Redondo Beach, California
For the
ENVIRONMENTAL PROTECTION AGENCY
OFFICE OF LAND USE PLANNING
Research Triangle Park, North Carolina
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This report was furnished to the Environmental Protection
Agency by TRW Transportation and Environmental Operations in
fulfillment of Contract Number 68-02-0048, Task Order 14. The
contents of this report are reproduced herein as received from
the contractor. The opinions, findings, and conclusions are
those of TRW and not necessarily those of the Environmental
Protection Agnecy. The results and conclusions developed herein
are based, in part, on the limited nature of the methodology used
in forecasting air quality. Mention of company or product names
does not constitute endorsement by the Environmental Protection
Agency.
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TABLE OF CONTENTS
Page
1.0 INTRODUCTION 1
1.1 Purpose of the Survey 2
1.2 Limitations of the Analysis
2.0 CONCLUSIONS AND RECOMMENDATIONS 6
3.0 SURVEY RESULTS 11
3.1 San Francisco Intrastate AQCR 11
3.1.1 Air Quality Data 13
3.1.2 Air Quality Monitoring 13
3.1.3 Emission Inventory 13
3.1.4 Transportation Data Base 17
3.1.5 Select Bibliography 19
3.1.6 Agency and Personnel Contacts 20
3.1.7 Discussion 20
3.1.8 Recommendations 21
3.2 Sacramento Valley Intrastate AQCR 22
3.2.1 Air Quality Data 22
3.2.2 Air Quality Monitoring 25
3.2.3 Emission Inventory 26
3.2.4 Transportation Data Base 28
3.2.5 Select Bibliography 30
3.2.6 Agency and Personnel Contacts 31
3.2.7 Discussion 31
3.2.8 Recommendations 32
3.3 San Joaquin Valley Intrastate AQCR 33
3.3.1 Air Quality Data 33
3.3.2 Air Quality Monitoring 35
3.3.3 Emission Inventory 36
3.3.4 Transportation Data Base 37
3.3.5 Select Bibliography 40
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TABLE OF CONTENTS
(Cont'd)
Page
3.3.6 Agency and Personnel Contacts 40
3.3.7 Discussion 42
3.3.8 Recommendations 43
3.4 Southeast Desert Intrastate AQCR 45
3.4.1 Air Quality Data 45
3.4.2 Air Quality Monitoring 47
3.4.3 Emission Inventory 48
3.4.4 Transportation Data Base 50
3.4.5 Select Bibliography 51
3.4.6 Agency and Personnel Contacts 51
3.4.7 Discussion 52
3.4.8 Recommendations 52
3.5 San Diego Intrastate AQCR 54
3.5.1 Air Quality Data 54
3.5.2 Air Quality Monitoring 54
3.5.3 Emission Inventory 56
3.5.4 Agency and Personnel Contacts 58
3.5.5 Discussion 58
3.5.6 Recommendations 58
BIBLIOGRAPHY 60
APPENDIX - AIR QUALITY STANDARDS 61
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LIST OF TABLES
Page
1. Air Pollution in the Bay Area (1971-72) 14
2. Bay Area Emission Inventory-1971 16
3. Summary of Air Quality Violations in the Sacramento Valley Air
Basin (1970-72) 24
4. Annual Average N02 Concentrations in Sacramento County (1963-71)- 25
5. Principal Air Quality Monitoring Stations-Sacramento Valley Air
Basin 25
6. Sacramento Valley Air Basin-Emissions by Major Counties-1970- 28
7. Sacramento County Emission Inventory-1970 29
8. Air Quality Violations in the San Joaquin Valley 35
9. Air Quality Monitoring in the San Joaquin Valley 35
10. Air Quality Levels Monitored in the Southeast Desert AQCR
(1970-71) 47
11. Principal Air Quality Monitoring Stations-Southeast Desert
AQCR 48
12. Southeast Desert Intrastate AQCR-Average Emissions for Each
County-1970 50
13. San Diego County APCD Monitoring Network 56
14. Summary of Air Quality Violations in the San Diego Air Basin
(1970-72) 57
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LIST OF FIGURES
1. California AQCR's Surveyed 3
2. San Francisco Bay Intrastate AQCR 12
3. Bay Area Air Pollution Control Monitoring Network. ... 15
4. Sacramento Valley Intrastate AQCR 23
5. Sacramento Valley Air Basin-Emission
Inventory (1970) 27
6. San Joaquin Valley Intrastate AQCR 34
7. Southeast Desert Intrastate AQCR 46
8. Southeast Desert Air Basin-Emission
Inventory (1970) 49
9. San Diego Intrastate AQCR 55
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1.0 INTRODUCTION
In response to the requirements of the Clean Air Act of 1970 , all
states are to submit implementation plans to the Environmental Protection
Agency, describing how the promulgated National Ambient Air Quality
Standards (NAAQS) are to be achieved within their states by 1975, or at
the latest 1977. For certain critical Air Quality Control Regions (AQCR's),
the development of definitive transportation control strategies has been
required to demonstrate attainment of the air quality standards by the
required dates.
In an attempt to assist the states engaged in these planning activities,
the EPA Office of Land Use Planning has funded a series of transportation
control studies for the major metropolitan areas with acute air pollution
problems (14 Cities Study). See, for example, Transportation Controls to
Reduce Motor Vehicle Emissions in Major Metropolitan Areas prepared by
GCA Corporation (Technology Division) and TRW, Inc. (Transportation and
Environmental Operations) for a summary of the results of these studies.
In California, where air pollution is a problem in numerous AQCR's,
only the Metropolitan Los Angeles Intrastate AQCR (South Coast Air Basin)
was examined in some detail in the 14 Cities Study (Transportation Control
Strategy Development for the Metropolitan Los Angeles Region prepared by
Transportation and Environmental Operations of TRW, Inc. In an extension
of the work performed in the 14 Cities Study andrspecifically, the Los
Angeles study, it was necessary for the EPA to evaluate the severity
]Clean Air Amendments of 1970 - P.L.91-604 (December 31, 1970)
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of air pollution in other California AQCR's and,if warranted, to develop
transportation control strategies for these areas as well.
1.1 Purpose of the Survey
The purpose of this report is to provide a preliminary assessment
of the air pollution problems and the degree of transportation controls
required (if any) for five (5) California AQCR's which the EPA has
designated as critical. Figure 1 shows the location of each of the five
AQCR's under consideration. To accomplish this task, a number of subtasks
were undertaken:
review of the emission inventory for each AQCR
t review of the most recently available air quality data
contact with local agencies, both air pollution and
transportation, to discuss the air pollution situation
assessment of the transportation data base to determine if
sufficient data are available to perform a detailed trans-
portation study
In view of the very limited time allotted for this preliminary survey,
no technical analysis of the data collected has been performed. It is
proposed for the detailed studies which will follow that a close examination
be given to many of the data sources and projections used by the State and
local officials in estimating the air pollution problem. Specific recommend-
ations have been provided for each AQCR regarding which elements should
be carefully analyzed in the formulation of a transportation control strategy.
1.2 Limitations of the Analysis
The California Air Resources Board (CARB) has long been a leader in the
field of air pollution control. However, for years there has been controversy
Sacramento Valley Intrastate AQCR, San Diego Intrastate AQCR, San Francisco
Bay Intrastate AQCR, San Joaquin Valley Intrastate AQCR, and Southeast
Desert Intrastate AQCR.
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FIGURE 1
California AQCR's Surveyed
1-
2-
3-
San Francisco Bay Intrastate AQCR
Sacramento Valley Intrastate AQCR
San Joaquin Valley Intrastate AQCR
Southeast Desert Intrastate AQCR
San Diego Intrastate AQCR
Source: California Air Resources Board
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over some of the methods used by the CARB in estimating and projecting
pollutant emissions. This report has assumed the CARB estimates for mobile
and stationary source emissions as given for 1970. These estimates were
given in The State of California Implementation Plan for Achieving and
Maintaining the National Ambient Air Quality Standards, submitted to EPA in
January, 1972. Since that time, the CARB has significantly revised
many of their original estimates, especially those in the mobile source
categories. It is recommended in any future work that many of the under-
lying assumptions made by the CARB in their analyses be carefully examined
and revised where warranted. Furthermore, it is recommended that more
recent data, where available, be used for development of transportation
control strategies in the other critical California AQCR's. This will
ensure the development of up-to-date transportation control plans.
Specific data sources which the CARB use and should be validated
include:
population data and forecasts - especially how these figures are
arrived at for specific AQCR's
motor vehicle data - both HDV and LDV, current and projected
annual vehicle mileage estimates
exhaust emission, deterioration, and speed correction factors
t gasoline consumption estimates, current and projected
Much of the air quality data provided in this report on frequency
violations have been compiled on the basis of California air quality
standards. As such, they serve as a lower limit for the number of viola-
tions on the basis of NAAQS, s-nce the latter are generally more stringent.
A key source of transportation data for each of the regions is the
District Office of the California Division of Highways. Time did not
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allow for a visit to each of these regional offices to solicit and explore
the data available. However, in the development of detailed transportation
control plans, these local offices will be contacted for their contributions
Similarly, many of the regions surveyed have local traffic departments
and/or universities and colleges who have conducted pertinent studies on
air pollution and transportation problems. Tnese sources nave not
been contacted in this initial survey, but will be in any follow-on
activities.
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2.0 CONCLUSIONS AND RECOMMENDATIONS
This section summarizes the findings of the preliminary assessment
of air pollution in critical California AQCR's. The conclusions are based
on a limited amount of information collected during visits to each of the
regions; they do provide, however, a rough order approximation of the se-
verity of air pollution present in the regions and an estimate of the
controls which will be necessary to achieve the NAAQS by 1975 or 1977.
c
Similarly, based on a brief visit with the local transportation planning
organizations, a preliminary assessment has been made regarding the ade-
quacy or inadequacy of transportation data within the regions in the event
detailed transportation control strategies are to be developed.
The recommendations are based on a summary of all the data collected,
data gaps identified, and specific situations which exist in the AQCR's
surveyed which will have a bearing on any recommended future studies.
In each of the critical AD£Ris__sjiirjLeYed.,__thepredominantair pollur
tion problemwas photochemical oxidants^ This implies of course, more
stringent controls of the hydrocarbjias and nitrogen_oxide.s which lead
to their formation. For a rough estimate of the degree of controls necessary
to achieve the NAAQS of 0.08 ppm oxidant, a linear rollback of the reactive
hydrocarbons emissions was used. It appears from this simplistic analy-
sis that all of the AQCR's surveyed will have difficulty in achieving the
promulgated air quality standards by the required dates. In several regions,
it is unlikely that transportation controls alone will result in suffi-
cient reductions to allow attainment of the NAAQS for oxidants. For
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these areas, a closer examination of stationary sources and their potential
for control will be essential.
San Francisco Bay Intrastate AQCR
A detailed study should be carried out in the San Francisco Bay Area
Air Basin to formulate a definitive transportation control strategy for
achieving the NAAQS. This study should use 1971 as a base year and in-
corporate the latest emission inventory, and 1971 air quality data.
The study should incorporate in its analysis the following items:
a revision, where possible, of outdated transportation data to
incorporate the effect of more recent population, employment, arid
land use trends
a review of studies which are presently underway to monitor the
impact of BART on the regional transportation system
an analysis of alternative modes of transportation and their
potential for reducing VMT in the region
' a categorization of potential control options and an estimate
of their relative impact on VMT
* a review of stationary source emissions and their potential for
control
Sacramento Valley Intrastate AQCR
Since the highest air pollution levels occur in the City of Sacramento,
it is recommended that a detailed study be carried out in the Sacramento
region to formulate a definitive transportation control strategy for
achieving the NAAQS. This study should use 1970 as a base year and adjust
all data to reflect this baseline.
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The Sacramento study recommended should incorporate in its analysis
the following items:
* any additional inputs or insights which SRAPC may be in a posi-
tion to add
* a review of the entire FASTRIP program to determine which of
the reports in this series will be useful in follow-on activities
* a review of existing transit improvement programs and their re-
lative impact
an analysis of alternative modes of transportation and their
potential for reducing private auto usage
* a categorization of potential control options and an estimate of
their relative impact on VMT
San Joaquin Valley Intrastate AQCR
It is recommended that cities in the San Joaquin Valley Intrastate
AQCR be studied separately with respect to any analysis of air pollution
problems and the development of transportation control plans. It is
further recommended that the cities of Fresno, Bakersfield, and Stockton
be given top priority in any such studies, and that Modesto and Visalia be
given secondary priority.- The assignment of priorities is based on popu-
lation and the standards exceeded.
The base year for these studies should be 1971, and the studies should
include the following:
an update of transportation data, where necessary, to reflect
changes in population, employment, and land use
* the assembly of supplementary and revisionary stationary source
inventory data as received from the respective APCD's to be
incorporated, where appropriate, into the development of control
strategies
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a review of all land use and transportation studies currently
underway to prevent duplication of effort and to promote con-
sistency and continuity of planning efforts
* an analysis of the impact of the proposed transportation imple-
mentation plan on other planning studies
Southeast Desert Intrastate AQCR
It is recommended that the Southeast Desert Intrastate AQCR be
given a relatively low priority compared to the other air basins being
considered for transportation control implementation plan studies because
of the lack of comprehensive air quality and transportation data. At
most, it is recommended that a pollutant transport analysis be made to
relate air pollution problems in the six Southeast Desert cities cited
to the air pollution problems and sources in the South Coast Intrastate
AQCR. This study would most likely take the form of a statistical analy-
sis of the existing air quality data and possibly meteorological data,
where available.
San Diego Intrastate AQCR
The RAND study should currently underway as part of the IREM Project,
should provide all the information necessary for a transportation control
plan in the San Diego region. In fact, its intent is to provide for an
"optimal" solution to the air pollution control alternatives.
Other than to insure that a consistent set of assumptions are used
for many of the emission, reactivity, deterioration factors, etc., it
does not appear any additional studies in the area are warranted at this
time. Given the guidelines used by the EPA for estimating vehicular emis-
sions are appropriate, any transportation control plan developed in the
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RAND effort will be consistent and compatible with the development of
transportation controls in the other critical California AQCR's.
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3.0 SURVEY RESULTS
The results presented in this section are generally a summary of informa-
tion gathered from a trip to the local region and discussions with members
of the air pollution control districts and regional planning organizations.
The actual agencies and personnel contacted have been listed. Ambient air
quality and monitoring data have been provided both by the CARB and the
local APCD's. The stationary source emission inventory for 1970 was
gathered by the CARB; any updated revisions were supplied by the local
APCD's.
Transportation data were gathered in interviews with regional planning
or transportation agencies. Some examples of specific studies conducted
within each region have been noted. These lists are by no means complete
but only illustrative of information readily available.
3.1 San Francisco Bay Intrastate AQCR
The San Francisco Bay Intrastate AQCR, also known as the San Francisco
Bay Area Air Basin, is comprised of all of seven counties, namely Alameda,
Contra Costa, Marin, San Francisco, San Mateo, Santa Clara, and Napa,
and portions of two others -- southwestern Solano and southern Sonoma.
Geographically, the region covers some 5600 square miles and has within
its bounds approximately 4.6 million people and .2.7 million motor vehicles.
A map of the AQCR is given in Figure 2.
Air pollution control in the region falls under the jurisdiction of
the Bay Area Air Pollution Control District (BAAPCD), created by the
California Legislature in 1J55. The BAAPCD is the first regional agency
created in California to handle air pollution. As in the rest of
California, the local agencies deal primarily with stationary sources
while the CARB deals with mobile source controls.
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FIGURE 2
San Francisco Bay
Intrastate AQCII
Location Of
Basin
Santa Rosa
SONOMA \NflJfl
SOLANO
Fairfield
*
Martinez
CONTRA COSTA
SAN
FRANCISC0
ALAMEDA
SAN
MATEO
Redwood
City
San Jose
SANTA CLARA
Source: California Air Resources Board ,
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3.1.1 Air Quality Data
During 1971, the Bay Area experienced numerous violations of both
Federal and State air quality standards. Table 1 summarizes these
violations by specific areas for oxidant, carbon monoxide and nitrogen
dioxide. Based on a linear rollback model and a maximum one-hour oxidant
reading at San Leandro of 0.36 ppm, a 78 percent reduction in reactive
hydrocarbon emissions is required to achieve the air quality goal.
3.1.2 Air Quality Monitoring
The Bay Area has a rather extensive air quality monitoring network,
capable of measuring and characterizing both the localized and regional
extent of air pollution problems. Figure 3 illustrates the location of
both complete and partial (oxidant and coefficient of haze measurements
only) stations in the Bay Area. Data from approximately 12 of these stations
are regularly transmitted to the CARB for the Statewide summaries. Both
the extent and number of air quality monitoring stations appear adequate
for the region. As more urban development takes place into some of the lower
density areas of the region, it will be necessary to expand the present
monitoring system to incorporate these areas. The Bay Area APCD is
presently planning expansions to its monitoring network.
3.1.3 Emission Inventory
The most recent emission inventory for th_e Bay Area is forJ971.
Table 2 summarizes the stationary and mobile source contributions and
compares them to the total pollutant loa,d in the region. As the table
illustrates, 58 percent of the organics, 70% of the nitrogen oxides, and
96 percent of the carbon monoxide emissions come from mobile sources. Although
mobile sources presently account for the majority of these emissions, it does
not appear that their control alone will be sufficient to allow for
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TABLE 1
Air Pollution in the Bay Area
( 1971 - 1972)
Location of
Stations
San Francisco
San Rafael
Richmond
Pittsburg
Walnut Creek
Oakland
San Leandro
Fremont
Livermore
San Jose
Redwood City
Burlingame
Petal uma
Napa
Vallejo
Fairfield
Los Gatos
Mountain View
Santa Rosa
OXIDANT
1971
1 2
Maximum Violations
.19 2
.18 9
.28 7
.20 23
.23 . 36
.31 10
.36 21
.33 45
.23 52
.15 14
.28 17
.17 5
.12 6
.14 9
.19 11
.18 12
-
-
1972
Maximum Violations
.08 0
.17 5
.12 7
.19 25
.17 30
.12 1
.17 15
.34 44
.22 27
.20 . 19
.28 17
.14 8
.07 0
.18 20
.26 15
.13 4
.21 15
.19 10
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CARBON MONOXIDE
1971
3 4
Maximum Violations
11 3
8 0
13 1
6 0
-
n 2
-
9 0
8 0
14 12
7 0
10 1
-
9 0
13 6
-
-
-
- -
1972
Maximum Violations
11.7 1
7.7 0
9.1 0
5.1 0
_
7.2 0
-
6.5 0
6.5 0
13.8 11
9.2 0
9.9 0
_
7.4 0
12.1 5
_
_
_
- -
NITROGEN
DIOXIDE
1971
Annua 1
Average
.027
.024
.021
.022
_
.040
_
-
.025
.034
.030
-
.013
.018
-
-
_
.020
-Pi
I
Highest hourly average in ppm
2
Number of days one hour average of 0.10 ppm was exceeded
Highest 12-hour average in ppm
4
Number of days 12-hour average of 10 ppm was exceeded
Source: Bay Area Air Pollution Control District
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MENDOCINO
FIGURE 3
Bay Area
Air Pollution Control
District Monitoring
Network
Complete Station
A Partial Station
(Oxidant-COH)
Source: Bay Area Air Pollution
Control District
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Bay
TOTAL
TABLE 2
Area Emission Inventory - 1971
( Organics "J^"
EMISSIONS / , tnn ?in
| 1 ) DUU / CU
(Tons/ Day Tons/ Day
% Distribution of Emissions
Carbon
Monoxide
5,000
Tons/ Day
Parti cul ate
160
Tons/ Day
SOURCE CATEGORY
Petroleum
Chemical
Metallurgical and Mineral
Combustion - Fuels
Food
Organic Solvent Users
Incineration
Utility Power Plants
SUB -TOTAL INDUSTRIAL
Service Station Tanks & Bulk Terminals
Motor Vehicle Tank Filling
Painting & Printing
Dry Cleaning
Combustion
Incineration
SUB-TOTAL COMMERCIAL
Domestic Fuel Combustion
Residential Incineration
Domestic Solvent Usage
SUB-TOTAL DOMESTIC
Agricultural Burning
Construction & Agricultural Equipment
Ships
Locomotives
SUB-TOTAL OTHER
DISTRICT JURISDICTION TOTAL
Aircraft
Motor Vehicles - Cars
- Buses
- Trucks
SUB-TOTAL TRANSPORTATION
GRAND TOTAL 1
ORG,
5.3
1.4
0.2
0.1
0.9
17.0
(-)
0.1
25%
3.7
3.0
5.3
1.5
(-)
(-)
14%
(-)
0.3
0.8
1%
1.3
1.2
(-)
(-)
2%
42%
1.9
55.0
0.1
0.6
58%
00%
NOx
7.7
0.4
0.2
4.6
(-)
(-)
(-)
8.4
21%
0
0
0
0
1.2
0.1
1%
3.1
(-)
0
3%
0.1
3.3
0.7
0.5
5%
30%
1.6
61.0
1.9
4.7
70%
100%
CO
0.2
0.5
0.1
0.4
0.1
0
(-)
(-)
1%
0
0
0
0
1:j
< i °i
N 1 k
(-)
0.3
0
<1%
0.8
1.4
(-)
0.1
2%
4%
1.3
94.0
0.2
0.4
96%
100%
PART.
5.0
17.0
19.0
1.6
3.7
3.9
0.2
1.9
52%
0
0
(-)
0
1.3
0.4
2%
2.7
1.3
(-)
4%
5.0
2.1
0.9
0.4
8%
66%
10.0
22.0
0,4
1.1
34%
100%
Source: Bay Area Air Pollution Control District
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attainment of the NAAQS. In view of the large reductions necessary to
achieve the air quality goals, additional stationary source controls will
probably be required.
3.1.4 Transportation Data Base
A considerable transportation data base exists for the San Francisco
Bay Area. Unfortunately, much of these data are relatively old and in the
process of being updated. Some of these revisions will not be complete
for approximately a year or so. Much of these activities are the result
of BART's impact on the transportation system in the Bay Area.
Base year transportation information was obtained in 1965 in the Bay
Area Transportation Study (BATS). Travel forecasts were made for both
1980 and 1990. Due to the environmental concern of vastly expanded free-
way systems, many of the originally projected freeways have not and
probably will not be built. Consequently, many of the original highway
travel forecasts are high. Included in the 1965 BATS study are data on
traffic networks, population, employment, and land use patterns, existing
and projected.
Comprehensive transportation planning in the Bay Area falls under the
jurisdiction of the Metropolitan Transportation Commission (MTC), an
agency created in 1970 by the California Legislature. Their responsibilities
are primarily to coordinate and plan for the transportation needs of the
region on a permanent basis. MTC is in the midst of preparing a "Regional
Transportation Plan", the first phase of which is due for adoption by June,
1973. If Adopted, it will be MTC's responsibility to guide future transporta-
tion development in the region and to ensure that the development proceeds
according to the regional plan. MTC has explicitly stated that its decision-
making process will be dictated by a series of four key policy concerns;
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1) regional vs. local concerns
2) land use transportation relationships
3) environmental impacts
4) financial and institutional constraints
In the area of environmental impacts, decisions on transportation facilities
are to insure that, when balanced against other evaluation criteria, air
pollution is minimized.
The most obvious data gap in the region is the lack of an appropriate
mode choice jnodej. Such a model, of course, would allow for more accurate
prediction of elasticity demands for alternative transportation systems.
This is especially important in a region such as the Bay Area where a
diversified transportation system exists and a variety of alternative
travel modes are available.
In view of the limited time which BART has been operating within the
area, a detailed, definitive assessment of its impact on the region is
impossible at this time. However, several studies are monitoring its
"progress" and evaluating the number of riders being attracted to the
system and/or diverted from alternative modes of travel. It is recommended
that any future study of transportation controls review the status of on-
going studies which are monitoring BART and its impact on the regional
transportation system.
A variety of other studies on transportation or related issues have
been carried out in the Bay Area. The next section very briefly cites some
of these studies as examples of reports to be examined closely in any
follow-on effort. Also cited are the agencies involved in the particular
studies or which have additional information which would be pertinent in
the development of transportation controls for the region.
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3.1.5 Select Bibliography
Center for Real Estate, University of California, Berkeley, Bay Area
Simulation Study (BASS), 1968 - study covers the nine county area
divided into census tract zones and has information on land use,
population, and employment.
County of Santa Clara, Santa Clara County Transportation Study -
1969 base year transportation study with projections to 1990 on
transportation in Santa Clara County.
DeLeuw, Cather, and Co., San Mateo County Transit Study - 1965
base year transportation study with projections to 1990; data
also available on population and employment in San Mateo County.
§ County of Marin, Balanced Transportation Study, 1972 - 1970 base
year transportation study with projections to 1990; also contains
a land use inventory and projects population and employment with-
in the county.
State of California, Division of Highways, East Bay Traffic Study
and West Bay Traffic Study - 1970 base year studies with traffic
projections to 1995.
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3.1.6 Agency and Personnel Contacted
Bay Area Air Pollution Control District (BAAPCD)
939 Ellis Street
San Francisco, California
(415) 771-6000
Judd Callahan, Air Pollution Control Officer
Milt Feldstein, Head of Technical Division
Michael Macomber, Chief of Research and Planning
Wayman Siu, Chief of Air Monitoring
Metropolitan Transportation Commission (MTC)
Hotel Claremont
Berkeley, California
(415) 849-3223
Peter A Stromberg, Environmental Planner
3.1.7 Discussion
Overall, the data base required for the development of a transportation
control strategy in the Bay Area is adequate. Air quality data are fairly
extensive and up to date. The emission inventory has been revised as of
1971. Transportation data, while outdated somewhat, are available in many
categories. One major problem will be updating some portions of the data
base required for a study. Also, the lack of a good mode choice model for
the region will make it difficult to accurately assess many impacts of
specific transportation controls. Reliance on results from other studies
in other regions may be necessary. Nevertheless, a detailed study of
control strategy options should allow for the prioritizing or grouping
into relative effectiveness categories.
The agencies contacted in this initial survey have expressed sincere
interest in having a detailed transportation control strategy study con-
ducted for the Bay Area and pledged full cooperation in the event such a
study is initiated.
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3.1.8 Recommendations
A detailed study should be carried out in the San Francisco Bay Area
Basin to formulate a definitive transportation control strategy for
achieving the NAAQS. This study should use 1971 as a base year and incorp-
orate the latest emission inventory, and 1971 air quality data. All other
pertinent baseline data should be adjusted to 1971 to ensure a consistent
starting point for strategy development.
The study should incorporate in its analysis the following items:
a revision, where possible, of outdated transportation data to
incorporate the effect of more recent population, employment, and
land use trends
a review of studies which are presently underway to monitor the
impact of BART on the regional transportation system
an analysis of alternative modes of transportation and their
potential for reducing VMT in the region
a categorization of potential control options and an estimate
of their relative impact on VMT
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3.2 Sacramento Valley Intrastate AQCR
The Sacramento Valley Intrastate AQCR, also known as the Sacramento
Valley Air Basin, lies in the center of northern California bounded on the
west by the Coast Range, on the north and east by the Cascade Range and
Sierra Nevada Range, and on the south by the San Joaquin Valley. This
basin is comprised of all or portions of 15 counties as illustrated in
Figure 4. Geographically, the region consists of some 21,300 square miles
and has within its boundaries approximately 1.2 million people and
840,000 motor vehicles.
Air pollution control in the region falls under the jurisdiction of
the local APCD's. Within the region each of the 15 counties also has a
Sacramento Valley Air Basin Coordinating Council representative. This
Basin Coordinating Council meets regularly to discuss regional air pol-"
lution problems and control strategies. As in the rest of the State, the
local and regional organizations deal primarily with stationary source
controls leaving mobile source controls to the CARB.
3.2.1 Air Quality Data
During the time period from 1970-1972, the Sacramento Valley Air Basin
has experienced numerous violations of both Federal and State air quality
standards. Table 3 summarizes air quality data transmitted to the CARB
for the time periods indicated. As evidenced from the data, photochemical
oxidants are the predominant problem, and it appears from the limited data
evaluated that the problem has increased in recent years, both in the
number of violations which occur and the maximum oxidant levels experienced.
Based on a one hour maximum oxidant reading during 1971 in Sacramento of
0.24 ppm, a 67 per cent reduction of reactive hydrocarbons would be required
to meet the NAAQS using proportional rollback. Table 4 summarizes the annual
arithmetic means for NOo from 1963-1971 and shows that the NOo standard has
never been exceeded within the given time period (NAAQS for N0£ i.s an annual
arithmetic mean of 0.05, _-
-------
FIGURE 4
Sacramento Valley
Intrastate AQCR
Location Of
Basin
TEHAMA
PLUMAS
*Qulncy
f BUTTE \^' X'
GLENN I Orov|||e VjDowmev.lle SIERRA
Willows ^~? * I" S~~\
ColUSO «
COLUSA v
f PLACER
Lake T
YOLO V7-J ^/Folsom
Wood.a'nd V >°ke
~^S ^^ ^Sacramento ^
r**. A ^^ ** ABA ^ & «^- f^
EL DORADO
Placervllle
Source: California Air Resources Board
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TABLE 3
Summary of Air Quality Violations in the
Sacramento Valley Air Basin (1970-1972)
Month /Year
April, 1970
May, 1970
June, 1970
July, 1970
Aug., 1970
Sept., 1970
Oct., 1970
Nov., 1970
Dec., 1970
Jan., 1971
Feb., 1971
March, 1971
April, 1971
May, 1971
June, 1971
July, 1971
Aug., 1971
Sept., 1971
Oct., 1971
Nov., 1971
Dec., 1971
Jan., 1972
Feb., 1972
March, 1972
April, 1972
May, 1972
June, 1972
July, 1972
Aug., 1972
Sept., 1972
Carbon
Violations^
__
--
--
-- '
--
--
1
2
--
3
__
--
1
--
--
--
--
12
11
3
27
2
1
--
--
--
--
3
Monoxide
Maximum Level 2
__
--
--
10
10
--
10
__
--
9
--
--
--
10
26
10
26
10
9
--
--
--
--
10
Oxidant
Violations1 Maximum Level3
__
9
10
13
12
11
8
--
63
__
--
3
7
9
12
29
29
15
14
1
--
119
4
5
15
25
31
22
20
122
.24
.19
.21
.18
.17
.15
--
.24
.10
.12
.13
.11
.18
.19
.24
.18
.09
.24
--
.20
.13
.14
.18
.28
.20
.17
.28
Number of days per month the specified standard was exceeded in the air basin.
2
Based on exceeding a 12-hour average of 10 ppm or an 8-hour average of 9 ppm;
data compiled using both standards
3
Based on exceeding a 1-hour average of 0.08 ppm or 0.10 ppm; data compiled
using both standards
Source: California Air Resources Board
-24-
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TABLE 4
Annual NCL Concentrations in Sacramento County
(1963-1971)]
N02 Average (ppm)
1963 0.037
1964 0.040
1965 0.039
1966 0.027
1967 0.035
1968 0.025
1969 0.030
1970 0.029
1971 0.025
Monitored in Sacramento (13th and J Street)
Source: Sacramento County Air Pollution Control District
3.2.2 Air Quality Monitoring
Presently, the number of air quality monitoring stations and pollutants
being measured in the Sacramento Valley Air Basin are limited. Only four
stations within the region monitor the majority of the gaseous pollutants.
Table 5 summarizes the location and pollutants monitored at these stations.
TABLE
Principal Air Quality
Sacramento Val
Location
Butte County - Chico
Sacramento County - Sacramento
Shasta County - Redding
Sutter County - Yuba City
Source: California Air Resources
0
X
X
X
X
5
Monitoring Stations
ley Air Basin
3 CO
X
X
X
X
Board
NO N°2
X X
X X
X X
X X
NOX
X
X
X
X
HC
X
X
X
X
-25-
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Sacramento, the city with the most severe air pollution problems in
the Basin, has only two stations recording photochemical oxidants. There
are, however, a variety of stations throughout the entire Basin recording
particulate matter either through "hi-vol" sampling or coefficient of haze
(COM) measurements.
In view of the high oxidant readings recorded in Sacramento, it is
certainly desirable to have more extensive air quality data to verify and
determine the regional extent of the problem. In the absence of such data,
it may be difficult to justify extensive transportation controls for the
entire region.
3.2.3 Emission Inventory
The most current emission inventory for the air basin was taken in
1970 by the CARB. No revisions have been made since or are contemplated
this year. Figure 5 presents an approximate breakdown of emission for the
entire AQCR. Table 6 delineates the contributions from the major counties
to the basinwide emissions.. It is apparent from this table that Sacramento
County emits a disproportionate share of the pollutant emissions in the
region. Table 7 summarizes the emissions estimated for Sacramento County
alone. In this county, mobile vehicles account for 71 per cent of the
hydrocarbons, 89 per cent of the nitrogen oxides, and 88 per cent of the
carbon monoxide. Since the air quality levels are most severe for
Sacramento County, it appears appropriate to attempt to solve the airshed's
problems by developing a control strategy specifically for Sacramento
County and its immediate vicinity.
Based on estimates from a linear rollback of reactive hydrocarbons,
extensive controls will be necessary in order to achieve the NAAQS. In all
probability, additional stationary source controls will also be required.
-26-
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ro
FIGURE 5
Sacramento Valley Air Basin-Emission Inventory (1970)
ORGANIC GASES
573 TPD
ther
Motor
Vehicles
NITROGEN OXIDES
213 TPD
Other
Motor
Vehicles
Lumber
Combustion
of Fuels
Petroleum
industry
Organic Solvent
Users
Agriculture
CARBON MONOXIDE
2090 TPD
Other
Motor
Vehicles
Agriculture
_Lumber
Industry
Source: California Air Resources Board
-------
A more detailed analysis of the various emission source categories and their
potential for controls is needed to arrive at an optimum set of control
strategies for this region.
TABLE 6
Sacramento Valley Air Basin
Major Counties -
Hydrocarbons
County
Sacramento
Butte
Shasta
Yolo
Sutter
Placer
All Others
TOTAL
Source: Cal
Tons/ Day
212.0
50.7
45.3
44.0
33.5
31.3
157.0
574
ifornia Ai
Per Cent
36.9
8.8
7.9
7.7
5.8
5.5
27.4
100
r Resources
Carbon
Tons/ Day
871
178
201
125
85
no
520
2090
Board
Emissions
1970
Monoxide
Per Cent
41.6
8.5
9.6
6.0
4.7
5.3
24.9
100
by
Nitrogen
Tons/ Day
94.8
16.5
21.8
14.0
7.3
12.2
46.0
213
Oxides
Per Cent
44.4
7.7
10.2
6.6
2.9
5.7
21.8
100
3.2.4 Transportation Data Base
The largest and most comprehensive transportation agency in the
Sacramento Valley Air Basin is the Sacramento Regional Area Planning
Commission (SRAPC). SRAPC is a council of six counties and seventeen city
governments. It serves all of Sacramento, Sutter, Yolo, and Yuba Counties
and portions of El Dorado and Placer Counties. SRAPC has a variety of
functions within the region, including the provision of comprehensive
transit planning for the Sacramento Regional Transit District. Despite
its major role in regional planning for the area, SRAPC serves strictly
as an advisory agenty which means it has no direct authority to implement
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the programs it advocates or to stop programs it opposes. In July of
1972, SRAPC proposed its Regional General Plan-Transit Plan and Program.
With the adoption of this Plan, it is hoped that the development of all
future transportation systems within the region will be made in the
framework set forth by the Plan.
TABLE 7
Sacramento County Emission
Stationary Sources
Petroleum
Organic Solvent Users
Chemical
Incineration
Combustion of Fuels
Lumber Industry
Agriculture
(Tons/Day)
Inventory - 1
Hydrocarbons Nitrogen Oxides
12.6
14.9
10.4
0.8
3.0
Total Stationary Sources 43.0
Mobile Sources
Motor Vehicles
Aircraft
Ships & Railroads
Total Mobile Sources
Total Emissions
Source: California Air
151.0
16.9
1.2
169
212
Resources Board
1..0
0.4
0.6
7.8
0.1
0.1
10.0
81.5
1.8
1.5
84.8
94.8
970
Carbon Monoxides
1.0
17.7
0.7
0.5
4.8
24.7
767.0
77.5
1.4
846
871
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The most current base year transportation data for the Sacramento
area is the SATS Base Year Report. Volumes I and II, conducted by The
State of California, Division of Highways, District 3 (Sacramento Area
Transportation Study). Volume II of the SATS Base Year Report is the
results of a home interview survey conducted in 1968 and 1969. In
addition to these key documents, a number of pertinent studies have
been carried out by the Sacramento State College under a Federally funded
FASTRIP program (Federally Assisted Sacramento Transit Research and
Improvement Project). Several of these reports are noted in Section 3.2.5
and would serve as valuable resource materials in the development of
transportation controls for the area.
3.2.5 Select Bibliography
The reports cited below were all carried out under FASTRIP (Federally
Assisted Sacramento Transit Research and Improvement Program) at Sacra-
mento State College. The reports are only samples of work available on
the Sacramento region.
Barnes, C.W., Service Changes and Their Effects on Revenue,
Ridership, and Riders per Mile, April, 1970, CAL-MTD-10, Interim
Technical Report #1
Barnes, C.W., Who Rides the Bus? Passenger Characteristics and
Riding Patterns of the Sacramento Transit Authority. May 1968,
August 1970, CAL-MTD-10 Interim Technical Report #3
Tomlinson, G., Rides, Trips and Moves on a Bus, December, 1970
CAL-MTD-10, Interim Technical Report #6
Barnes, C.W., A. Gutowsky and S. Mewhart, Crosstown Line 9 -
An Evaluation of a New Route. January, 1971, CAL-MTD-10,
Interim Technical Report #8.
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3.2.6 Agency and Personnel Contacted
California Air Resources Board
1025 "P" Street
Sacramento, California
(916) 445-5296
Harmon Wong-Woo, Chief, Implementation Planning and Enforcement
Division
Terry McGuire, Senior Air Sanitation Engineer
Donald Bratton, Associate Air Sanitation Engineer
Sacramento County Air Pollution Control District
2221 Stockton Blvd.
Sacramento, California
(916) 454-5458
Philip Tow, Chief, Air Pollution Control and Environmental
Health Services
Sacramento Regional Area Planning Commission
1225 Eighth Street
Sacramento, California
(916) 446-9171
Robert Koski, Senior Physical Planner
3.2.7 Discussion
Overall, the data base required for the development of a transportation
control strategy in the Sacramento area is adequate. The lack of compre-
hensive air quality data outside of Sacramento County and the rather ex-
tensive transportation data base centering around Sacramento, both point
to the need for a closer examination of the transportation planning/air
quality impact relationship in Sacramento. The high oxidant readings in
the region further point up the necessity to investigate alternative
methods of reducing vehicular emissions in the next few years in order
to achieve the NAAQS.
-31-
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Since the emission inventory has not been revised since 1970, it is
recommended that any follow-on work use 1970 as a base year for all data
sources. Since the maximum oxidant reading in 1970 and 1971 was the same,
the use of either year for a baseline will not affect the development of
control strategies. However, the use of 1972 ambient air quality data,
with its higher oxidant readings would significantly affect the development
of a viable transportation control plan since a more stringent set of con-
trols would then become necessary.
3.2.8 Recommendation
Since the highest air pollution levels occur in the City of Sacramento,
it is recommended that a detailed study be carried out in the Sacramento
region to formulate a definitive transportation control strategy for a
achieving the NAAQS. This study should use 1970 as a base year and adjust
all data to reflect this baseline. Based on the limited amount of air
quality data available from other regions in the airshed and their
markedly lower readings, it does not appear that a study in any other
location of the air basin is warranted or desirable.
The Sacramento study recommended should incorporate in its analysis
the following items:
any additional inputs or insights which SRAPC may be in a
position to add
a review of the entire FASTRIP program to determine which of
the reports in this series will be useful in follow-on activities
a review of existing transit improvement programs and their
relative impact
t an analysis of alternative modes of transportation and their
potential for reducing private auto usage
a categorization of potential control options and an estimate
of their relative impact on VMT.
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3.3 San Joaquin Valley Intrastate AQCR
The San Joaquin Valley Intrastate AQCR, also known as the San Joaquin
Valley Air Basin, consists of all of the counties of Amador, Calaveras,
Fresno, Kings, Madera, Mariposa, Merced, San Joaquin, Stanislaus, Tulare,
and Tuolumne, and the western portion of Kern County. This AQCR lies in
the southern portion of the Great Valley and extends into the neghboring
mountain slopes. It is bounded on the west by the Coastal Range, on the
east and south by the Sierra Nevada and Tehachapi Mountains, respectively,
and on the north by the Sacramento Valley Intrastate AQCR. Figure 6 gives
the location of the Basin in California.
3.3.1 Air Quality Data
In recent years, NAAQS have been exceeded in several locations of
the Basin, as shown in Table 8. \n 1971 pJiptpciiejJjtCSl oxidants w.ere
exceeded by the greatest margin and assuming a linear rollback of hydro-
carbons for reducing oxidant implies approximately 67 percent reduction
would be necessary for Modesto to achieve the NAAQS for oxidant.
Although less of a problem, carbon monoxide levels are also fre-
quently violated within the region. It is estimated, however, that the
alleviation of this problem will result primarily from the presently planned
and existing motor vehicle control programs of the CARB. Oxidant controls
will prove to be much more elusive.
Since 1970, two additional San Joaquin Valley cities have exceeded
the NAAQS for oxidant; they are Parlier and Five Points. These areas pre-
sently monitor air quality continuously and have done so since 1972.
-33-
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FIGURE 6
San Joaquin Valley
Intrastate AOCR
AMADOR
Jackson
Location Of
Basin
JOAQUIN TUOLUMUE
* I \ ) *
Stockton J x/Sonora
Fresno
»
FRESNO
Visalla
TULARE
Source: California Air Resources
Board
-34-
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Location
Fresno
Bakersfield
Modesto
Stockton
Visalia
Maximum one
TABLE 8
Air Quality Violations in the
Oxidant1
1970 1971
0.21 0.18
0.15 0.22
0.20 0.24
0.18 0.20
0.19 0.16
hour average in ppm
San Joaquin Valley
2
Carbon Monoxide
1970
11
15
-
12
-
1971
9
10
-
12
12
2
Maximum eight hour average in ppm
Source: Cali
fornia Air Resources Board
3.3.2 _Air Quality Monitoring
The following cities have monitoring stations which send air quality
data to the CARB each month (Table 9). Also listed is the cooperating
agency which operates the monitoring station.
TABLE 9
Air Quality Monitoring in the San Joaquin Valley
City
Fresno
Bakersfield
Modesto
Stockton
Visalia
Parlier
Five Points
Source: California Air Resources Board
Operator
CARB
CARB
CARB
San Joaquin County APCD/CARB
CARB
Fresno County APCD
Fresno County APCD
-35-
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within the county, and the APCD expects the resulting data will be used
in compiling a new inventory in 1973.
Stockton
The 1970 inventory published by the CARB is the primary data source
for emissions in Stanislaus County, although some supplementary and revised
materials are available from the APCD. In addition, the APCD publishes an
annual report; the 1971 report is currently available, and the 1972 report
is due to be published by the end of March, 1973.
Visalia
The Tulare County APCD and the CARB have recently completed a survey
of stationary sources of pollutants in Tulare County. The CARB is currently
in the process of applying emission factors to the collected data to estimate
emission values. It will probably be a couple months before the complete
inventory is published. However, the APCD has some information on sources
of organics, and can provide additional data to supplement the 1970 inventory.
3.3.4 Transportation Data Base
Transportation studies have been conducted in all five major cities of
the San Joaquin Valley AQCRFresno, Bakersfield, Modesto, Stockton, and
Visalia. In most cases, this information is available from the appropriate
district office of the State Division of Highways. Fresno, Bakersfield, and
Visalia are in District 6 and Stockton and Modesto are in District 10.
Brief descriptions of the transportation data available in each city are
provided below.
Fresno
Basic transportation data for Fresno is contained in a California
Division of Highways study conducted in 1971. This study includes
origin-destination (0-D) information and the results of a transportation
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opinion survey. The raw data are available in District 6 office in Fresno.
many of these data are being updated with the revisions due for comoletion
by Fall, 1973. Projections of VMT for the region have not been made and
would have to be estimated in any follow-on activities.
The Fresno Community Council has used the Division of Highways'
1971 0-D study in analyzing the current transportation system in Fresno,
and has used the 1971 transportation opinion survey to assess local attitudes
toward alternate systems. The Council has analyzed for such things as
traffic density due to work trips, density of travel within census tracts,
and the volume of inter-census tract trips. Results of these analyses
have been tabulated and graphically displayed on city census tract maps:
Bakersfield
An urban transportation study for Bakersfield is currently underway
by the Division of Highways. This study will probably provide data pro-
jections which can be used in an air pollution study. Otherwise, data are
available for base year 1970. These data were updated from an original
report for base year 1965. The data include, for example, tables on travel
frequency within and between traffic zones. Most of the other data required
for a study relating motor vehicle travel to air pollution seem to be available.
Stockton
A 1967 0-D survey comprised of roadside and home interviews was made
by the Division of Highways for the city of Stockton, based on a grid
of over 300 traffic zones as subdivisions of 51 census tract numbers. The
study included model development, trio assignment and traffic projections
to 1995.
This study is probably due for updating. The Federal Highway Act of
1962 requires all districts to have transportation plans in order to be
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eligible for Federal funds. Stockton must have a plan by July, 1973.
According to personnel from the district office, the updating is not
difficult..
Alan M. Vorhees and Associates is currently collecting information
from various highway agencies (including District 10) for a study of the
San Francisco Bay Area-Stockton-Sacramento corridor. This study is sponsored
by six agencies, including the Federal Government, the State Senate, and
certain transportation planning agencies in the area. However, although
the data collected by Vorhees may include some pertinent information for
an air pollution study, their interests are primarily in inter-city traffic.
Modesto (Stanislaus County)
A 1970 0-D survey similar to the Stockton study discussed previously
was conducted by the Division of Highway-District 10 Office. The two studies
differ in that no forecasts were provided for Stanislaus, although plans
are underway to supply these projections. This county has 304 traffic zones
and is scheduled to complete a transportation plan, as a prerequisite for
Federal funding by December, 1973.
Visalia
Work on a small-scale urban transportation study has recently been
completed and will be published soon. The study was sponsored by the City and
State jointly and uses 1972 as the base year for transportation data in
Visalia. It is not anticipated that the data will be as accurate or as
comprehensive as the data compiled in Fresno and Bakersfield. Follow-on
activities for an air pollution study would probably require additional
projections to be made with the assistance of the District 6 office.
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3.3.5 Select Bibliography
t State of California, Division of Highways, Urban Planning Department,
Stockton Area Transportation Study, 1967
State of California, Division of Highways and Stanislaus Area Association
of Governments, Stanislaus Area Transportation Study, 1970
State of California, Division of Highways, District 6, Metropolitan
Area Transportation Study - Bakersfield, California
t San Joaguin Valley Air Basin Implementation Plan, 1971
Fresno Community Council, Transportation Committee, A Community
Project for Viable Mass Transportation and Clean Air: Work Program
Plan, 1972
Fresno Community Council, "Transportation Dollars and Sense:
A Public Workshop Report," November 13, 1972
County of San Joaquin, Air Pollution Control District, Annual
Report - 1971
3.3.6 Agency and Personnel Contacts
Fresno
Fresno County Air Pollution Control District
1246 "L" Street
Fresno, California
(209) 488-3779
Clayton Auernheim, Assistant Director of Environmental Health
Fresno County Planning Department
4499 East Kings Canyon Road
Fresno, California
(209) 488-3848
Kerry L. McCants, Senior Planner
Fresno Community Council
208 Crocker Citizens Bank Bldg.
Fresno, California
(209) 237-8359
Nathaniel Edwards
Paul Maier
Jesse Delgadillo
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Fresno (Cont'd)
California Division of Highways - District 6
1352 West Olive Avenue
Fresno, California
(209) 488-4088
M. E. Parlier, District Urban Planning Engineer
Bakers field
Kern County Air Pollution Control District
P. 0. Box 997
Bakersfield, California
(805) 861-3682
Citron Toy, Supervising Air Sanitation Officer
Stockton
California Division of Highways - District 10
1976 E. Charter Way
P. 0. Box 2048
Stockton, California
(209) 446-5271, Ext. 238
E. J. Walker, District Urban Planning Engineer
San Joaquin County APCD
P. 0. Box 2009
Stockton, California
(209) 466-6781
Gordon Ballard, Inspector
Modesto
Stanislaus County APCD
820 Scenic Drive
Modesto, California
(209) 526-6908
Wayne Morgan, Supervisor, Air Pollution Section
Visalia
Tulare County APCD
County Civic Center
Visalia, California
(209) 732-5511, Ext. 345
Bill Kerstan
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3.3.7 Discussion
The five major cities of the San Joaquin Valley Intrastate AQCR
Fresno, Bakersfield, Modesto, Stockton, and Visalia -- are independent
from each other in all pertinent respects: air quality measurements, air
pollutant emissions, and transportation systems. Each city has its own
set of air pollution problems, and each city (or county) performs planning
studies and exercises in essentially an independent manner. There is a
sufficient base of air quality, emissions, and transportation data in each
city to develop a transportation control plan for that city. In the cases
of Parlier and Five Points, it is conceivable that reasonable sets of air
quality and emissions data could be isolated, but there is not a sufficient
transportation data base to conduct studies in these towns.
Three complete years (1970 - 1972) of oxidant and carbon monoxide
data are available for Bakersfield and Stockton, whereas monitoring in
Modesto and Visalia began in mid- 1970, and in Fresno in late 1970. In
all-five cases, however, air quality data are now being collected on a
continuous basis. The 1970 Statewide inventory can be used as a basis for
stationary source information in each city, while supplementary and
revised data are available from the individual local APCD's. Recent
transportation data (typically 1970, 1971, or 1972) are available from
the California Division of Highways studies in four of the cities sited.
Most of the counties concerned have active planning agencies and
community organizations which are currently involved in transportation and
land use studies. Perhaps the most relevant of these is the work being
done by the Fresno County Planning Department and the Fresno Community
Council. These agencies are carrying out a study to develop a viable
mass transportation system for the Fresno community. One of the goals
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of this program is to alleviate air pollution generated by automobile
operation. The study is partially funded by a small Federal grant, which
will terminate on 30 June, the scheduled completion date for the study.
At that time the Council expects to have a proposal for a mass trans-
portation plan. Both the goals and the schedules are complementary to
those of a transportation control implementation plan. In all cases,
the county agencies have neither the expertise nor the facilities to in-
clude a satisfactory analysis of the impact of their transportation
and land use plans on local air pollution, although alleviation of air
pollution problems is typically a major objective of the agencies'
studies.
3.3.8 Recommendations
It is recommended that cities in the San Joaquin Valley Intrastate
AQCR be studied separately with respect to any analysis of air pollution
problems and the development of transport!'on control plans. It is further
recommended that the cities of Fresno, Bakersfield, and Stockton be given
top priority in any such studies, and that Modesto and Visalia be given
secondary priority. This division of priorities is regarded as necessary
in view of the budgetary and scheduling constraints imposed by a compre-
hensive California AQCR study. The assignment of priorities is based
on population and the standards exceeded.
The base year for these studies should be 1971, and the studies should
include the following:
an update of transportation data, where necessary, to reflect
changes in population, employment, and land use
the assembly of supplementary and revisionary stationary source
inventory data as received from the respective APCD's to be
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incorporated, where appropriate, into the development of control
strategies
a review of all land use and transportation studies currently
underway to prevent duplication of effort and to promote consistency
and continuity of planning efforts
an analysis of the impact of the proposed transportation implementa-
tion plan on other planning studies
-44-
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3.4 Southeast Desert Intrastate AQCR
The Southeast Desert Intrastate AQCR, also known as the Southeast
Desert Air Basin is located in the southeast portion of the State.
It is comprised of all of Imperial County and the eastern portions of San
Bernardino, Riverside, Kern, Los Angeles, and San Diego Counties. Geo-
graphically, this AQCR covers some 33,600 square miles and is separated
from the coastal regions by a series of mountain ranges. These mountains
also serve as a climatalogical boundary. Elevations within the region vary
from 235 feet below sea level at the Salton Sea to over 11,000 feet, at
the peak of Mount San Gorgonio. Figure 7 presents a map of the region
and its location in the State.
By and large, the region is of low population density with approximately
447,000 residents in 1970. Motor vehicle registrations for 1970 numbered
slightly more than 300,000 with the vehicles consuming some 400 million
gallons of gasoline and 14 million gallons of diesel fuel.
3.4.1 Air Quality Data
In recent years, the NAAQS have been exceeded in numerous sites through-
out this AQCR. Table 10 lists six locations in the region and the maximum
recorded levels of oxidant and carbon monoxide for 1970 - 1971. The available
data indicate that the NOp standard has not been exceeded. No significant,
overall air quality trends for the AQCR were deduced from an initial evaluation
of the data.
The overall 1971 maximum readings for the Basin are 0.38 ppm oxidant
(recorded in Palm Springs) and 17 ppm for CO (recorded in Indio). Using
simple rollback and assuming a linear relationship between reactive hydro-
carbons and oxidant concentrations, the required reductions to achieve the
NAAQS are 70 percent of the reactive hydrocarbons and 47 percent of the
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FIGURE 7
Southeast Desert Intrastate AQCR
Lancaste
LOS
GELES
Barstow
SAN BERNARDINO
Victorville
Son Bernardino
Riverside
Banning
Palm Springs
RIVERSIDE
AN , IMPERIAL
DIIEGO! .El Centro
Location Of
Basin
Source: California Air Resources Board
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Location
Lancaster
Banning
Palm Springs
Indio
Bars tow
Victorville
Air Quali
Southeast
Oxidant
1970
0.06
0.46
NM
NM
0.14
0.22
TABLE 10
ty Levels Monitored i
Desert AQCR (1970 -
(1-Hr. Maximum)
1971
0.20
0.24
0.38
0.32
ND
0.14
n the
1971)
CO
1970
12
NM
NM
NM
NM
NM
(8 Hr. Maximum)
1971
9
NM
14
17
NM
NM
ND - No recorded data
NM - Not monitored
Source: California
Air Resources Board
carbon monoxide. Since the Southeast Desert is generally downwind of the
South Coast Air Basin (Los Angeles region), it is not clear what amounts
of pollutants are transported into the region and added to the locally
generated pollution problem. Defining what fraction of the Southeast
Desert's air pollution is the result of transport and what portion results
from activities within the Basin would require a major research effort.
Such a study is beyond the scope of the anticipated transportation
control strategy developments.
3.4.2 Air Quality Monitoring
There are six stations in the Southeast Desert AQCR for which 1970 and
1971 data on ambient levels of pollutants are available. These stations
are listed in Table 11 along with the pollutant species measured and the
operating agency.
The monitoring systems in this air basin are relatively new, and as
a result, discontinuities in the air quality data are prevalent. None of the
stations have a full year of continuous data for 1970. Banning comes
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TABLE 11
Principal Air Quality Monitoring Stations
Southeast Desert Intrastate AQCR
Location
Lancaster
Banning
Palm Springs
Indio
Bars tow
Victorville
Source: Call
POLLUTANT
OX CO NO N02 NOX HC
X X X X X X
X XXX
X X X X X
X X X X X X
X
X
fornia Air Resources Board
Operator
Los Angeles County APCD
Riverside County APCD
Riverside County APCD
Riverside County APCD
San Bernardino County APCD
San Bernardino County APCD
closest, with data from 1 February 1970 through 31 December, but all the
other data are extremely sketchy. For 1971, essentially continuous data
exist for the following stations and pollutant species:
Banning Oxidant and CO
Lancaster Oxidant and CO
Victorville Oxidant and CO
Continuous data from March, 1971 to the present are available for:
Palm Springs Oxidant
t Indio Oxidant
A continuous full year of data for Barstow is not yet available.
3.4.3 Emission Inventory
The 1970 emission inventory as published by the CARB is the most
comprehensive reference for information on stationary sources in the Southeast
Desert Intrastate AQCR. Additional data may be obtained from the APCD's in
the respective counties. In particular, the San Bernardino County APCD
publishes an annual report which provides more recent data on the sources
in the San Bernardino County portion of the air basin.
Figure 8 illustrates the contribution by major source type of reactive
-48-
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FIGURE 8
Motor
Vehicles
Southeast Desert Air Basin - Emission Inventory
(1970)
HIGHLY REACTIVE ORGANIC GASES
86 TPD ... _.,
Other y/o
Petroleum 3$
Aircraft
Motor
Vehicles
NITROGEN OXIDES
112 TPD
Other
Combustion
of Fuels
Railroad
CARBON MONOXIDE
616 TPD
Other
Motor
Vehicles
Source: California Air Resources Board
-------
hydrocarbons, carbon monoxide, and nitrogen oxides in the air basin. Motor
vehicles contribute 88 percent of the highly reactive organics, 87 percent
of the carbon monoxide, and 52 percent of the nitrogen oxides. Table 12
summarizes the estimated emissions (tons/day) for these pollutants within
the region. San Diego County contributes significantly less of all the
pollutants listed than the other five counties whereas San Bernardino
County contributes the greatest share of emissions.
County
TABLE 12
Southeast Desert Air Basin
Average Emissions for Each County
(Tons Per Day)
Organic Gases Oxides
Highly of
Reactive Total Nitrogen
Imperial 14.9 28.5 15.7
Kern 9.1 16.4 11.8
Los Angeles 14.9 26.9 10.4
Riverside 23.0 38.0 19.6
San Bernardino 23.9 57.6 54.4
San Diego 0.4 0.7 0.2
Total
Source: Cal
86.0 168.0 112.0
ifornia Air Resources Board
- 1970
Carbon
Monoxide
107
71.5
96.5
166
173
1.8
616.0
3.4.4 Transportation Data Base
Two transportation studies have produced data which would be useful
in a study of the Southeast Desert Intrastate AQCR LARTS, a regional
transportation study of Los Angeles conducted by the California Division
of Highways and a study currently underway by Wilbur Smith and Associates
for the city of Barstow under the TOPICS Program. LARTS is a complete
study with respect to usable data for the development of control strategies,
but it includes only one of the Southeast Desert cities (i.e. Lancaster)
for which air quality standards were exceeded. Available data in raw form
-50-
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are available from the Barstow study and includes 0-D information, existing
and forecasted trip miles, network assignments and average running speeds by
street type in the city. The results of the analysis of these data should be
forthcoming by the end of April. Little or no urban transportation data
exist for the cities of Banning, Victorville, Palm Springs, and Indio.
3.4.5 Select Bib!tograpby
Annual Report. 1971, San Bernardino County Air Pollution Control
District, San Bernardino, California
LARTS Base Year Report -- 1967 Origin^Destinatton Survey, California
Division of Highways, District Seven, December, 1971
County of San Bernardino, Air Pollution Control District,
Annual Report - 1971, San Bernardino, California 1972
State of California, Division of Highways, District 7, LARTS Base
Year Report - 1967 Origin - Destination Survey, December, 1971
3.4.6 Agency and Personnel Contacts
San Bernardino County APCD
172 West Third Street
San Bernardino, California
(714) 383-1661
Donald M. Thomas, Air Pollution Control Officer
J. A. Stuart, Chief Enforcement Officer
Robert Hillovsky, Emission Source Section
Bob Nishimura, Junior Engineer
California Division of Highways, District 8
247 West Third Street
P. 0. Box 231
San Bernardino, California 92402
(714)383-4578
Robert Stribling, Project Monitor for Barstow Study
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City of Barstow, California
(714) 256-3531
Juan Mijares, City Engineer
Wi/lbur Smith and Associates
. 5900 Milshire Boulevard
Los Angeles, California
(213) 938-2188
William Shepherd, Project Officer- for Barstow Study
3.4.7 Discussion
The NAAQS for vehicle-related pollutants have been exceeded by significant
amounts in six locations in the Southeast Desert Intrastate AQCR. Five of
these locations -- Banning, Lancaster, Victorville, Palm Springs, and Indio --
are in close proximity to the Los Angeles-San Bernardino - Riverside area.
Air quality data for 1971 are available in some detail for these last
five cities; the Barstow data are not complete. Urban transportation data
are available for Barstow and Lancaster, but not the other four cities.
Due to the proximity of the five cities mentioned to the South Coast
Air Basin, it seems likely that many of the air pollution problems in these
five cities are related to similar problems in the South Coast. It is likely
that a cSrrelation can be made relating the air pollution levels of the South
Coast region to those of the Southeast Desert. On the other hand, Barstow is
likely to be an independent problem because of the distance and topography
separating it from the other hot spots of the Southeast Desert and the
South Coast. A sufficient air quality data base does not exist for a thorough
transportation control implementation study of Barstow as in independent
problem.
3.4.8 Recommendations
It is recommended that the Southeast Desert Intrastate AQCR be given
a relatively low priority compared to the other air basins being considered
-52-
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for transportation control implementation plan studies because of the lack
of comprehensive air quality and transportation data. At most, it is
recommended that a pollutant transport analysis be made to relate air
pollution problems in several of the Southeast Desert cities cited to the
air pollution problems and sources in the South Coast Intrastate AQCR.
This study would most likely take the form of a statistical analysis of
the existing air quality data and possible meteorological data, where
available.
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3.5 San Diego Intrastate AQCR
The San Diego Intrastate AQCR, also known as the San Diego Air Basin,
is located in the southwest corner of the State and consists of the
western two-thirds of San Diego County. It is bounded on the east by the
summit of the peninsular range, on the north by Orange County, on the south
and west by Mexico and the Pacific Ocean, respectively. The airshed
has a land area of approximately 3040 square miles, and, as of 1970, a
population of some 1.24 million people and 790,000 motor vehicles. The
population is concentrated primarily in the city of San Diego and the
incorporated areas along the coast. Figure 9 illustrates the location and
area covered by the air basin.
Air pollution control in the region is the responsibility of the San
Diego County APCD. Since the airshed is contained within one county, no
additional regional coordinating council is required for stationary source
controls.
3.5.1 Air Quality Data
As in many areas of California, the predominant air pollution problem
has been photochemical oxidants. A review of air quality data for 1970 -
1972 shows both oxidant and carbon monoxide standards frequently exceeded
(Table 13). Both the frequency of violations and the maximum levels of
oxidant experienced indicate the need for extensive mobile and stationary
source controls if the NAAQS are to be achieved. The limiting constraint
for the attainment of these standards is clearly the oxidant problem.
3.5.2 Air Quality Monitoring
The San Diego County APCD monitors air quality at seven locations within
the region. However, only one of these stations is complete with the
remaining sites measuring only selected pollutants (Table 14).
-54-
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FIGURE 9
San Diego Intrastate AQCR
Location Of
Basin
N
Source: California Air Resources Board
-55-
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TABLE 13
San Diego County APCD Monitoring Network
Location
San Diego
Chollas Heights
El Cajon
Mission Valley
Oceans ide
Chula Vista
Escondido
Oxidant CO NO N02 N0x HC Parti cul ate
X X X X X X X
X
X XXX X
X X X X
X
X
X
Source: California Air Resources Board
The monitoring network appears very appropriate for the nature of the
problem. A review of the air quality data affirms the regional extent and
severity of the photochemical oxidants. The development of any transportation
control strategies for this airshed will be most effective if they are
applied regionally, rather than in specific areas.
3.5.3 Emission Inventory
The emission inventory for San Diego County is currently undergoing
revision to update the emission estimates prepared by the CARB for 1970.
The CARB, as noted previously, is currently revising all motor vehicle
estimates within the State, including those for San Diego County. Also,
as part of the Integrated Regional Environmental Management Project (IREM
Project) , RAND Corporation has been engaged in a study to evaluate
alternative air pollution control strategies for the region. The RAND
The IREM Project is a comprehensive, two-year study aimed at providing
planning agencies in San Diego with comprehensive, accurate environmental
information for use in their decision-making activities. It is jointly
sponsored by the Ford Foundation and the Office of Research and Monitoring-
EPA. Along with its other programs is the IREM Clean Air Project.
-56-
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TABLE 14
Summary of Air Quality Violations in the
San Diego Air Basin (1970-1972)
Month /
Jan. ,
Feb.,
March,
Apri 1 ,
May,
June,
July,
Aug.,
Sept.,
Oct.,
Nov.,
Dec.,
Jan. ,
Feb.,
March,
April,
May,
June,
July,
Aug.,
Sept.,
Oct.,
Nov. ,
Dec.,
Jan.,
Feb.,
March,
April,
May,
June,
July,
Aug.,
Sept.,
Year
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1970
1971
1971
1971
1971
1971
1971
1971
1971
1971
1971
1971
1971
1972
1972
1972
1972
1972
1972
1972
1972
1972
Carbon
Violations
--
--
1
2
3
6
7
.
:
1
2
11
10
4
35
12
8
3
1
--
24
Monoxide
2
Maximum Level
10
10
10
10
11
9
15
12
9
4
15
18
11
11
. 10
--
--
18
Oxidant
1 3
Violations Maximum Level
6
9
14
17
21
15
16
13
7
2
3
1
104
10
: 15
28
: 23
: 18
18
25
27
18
23
21
4
230
5
16
25
20
16
12
19
15
17
145
.13
.25
.30
.22
.40
.20
.18
.25
.15
.13
.14
.14
.40
.27
.22
.18
.18
.14
.15
.27
.24
.22
.24
.14
.09
.27
.10
.24
.15
.15
.25
.16
.24
.29
.32
.32
Number of days per month the specified standard was exceeded in the air basin
2
Based on exceeding a 12-hour average of 10 ppm or an 8-hour average of 9 ppm;
data compiled using both standards
Based on exceeding a 1-hour average of 0.08 ppm or. 0.10 ppm; data compiled
using both standards
Source: California Air Resources Board
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study is due for completion approximately May, 1973; included in their
study will be a revision of pollutant emissions for the San Diego area, both
stationary and mobile sources.
3.5.4 Agency and Personnel Contacts
Integrated Regional Environmental Management Project
1600 Pacific Highway
San Diego, California
(714) 236-2011
L. Edwin Coate, Director, IREM Project
Larry Taylor, Manager IREM Clean Air Project and Pollution Management Group
San Diego County Air Pollution Control District
1600 Pacific Highway
San Diego, California
(714) 236-2237
Norman Schell, Acting Chief, Air Pollution Control Services
3.5.5 Discussion
The current IREM Project is extensive in its scope, and is attempting
to provide answers which will allow for comprehensive, regional environmental
management. Controlling air pollution is only one phase of the Project, but
one to which a considerable effort is being devoted. Completion of the
RAND study should provide an ample data base on the costs and effectiveness
of alternative stationary and mobile source control strategies.
3.5.6 Recommendations
The RAND study should provide all the information necessary for a
transportation control plan in the San Diego region. In fact, its intent
is to provide for an "optimal" solution to the air pollution control
alternatives.
Other than to insure that a consistent set of assumptions are used for
many of the emission, reactivity, deterioration factors, etc., it does not
appear any additional studies in the area are warranted at this time. Given
-58-
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the guidelines used by the EPA for estimating vehicular emissions are
appropriate, any transportation control plan developed in the RAND effort
will be consistent and compatible with the development of transportation
controls in the other critical California AQCR's.
-59-
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BIBLIOGRAPHY
State of California, The Resources Agency, Air Resources Board, The
State of California Implementation Plan for Achieving and Maintaining
the National Ambient Air Quality Standards, January 50, 1972.
, California Emission Inventory, 1970, July, 1972.
, California Air Quality Data. Volumes II-IV, 1970-
1972.
Bay Area Air Pollution Control District, Air Pollution and the San
Francisco Bay Area. Seventh Edition, September, 1972.
-60-
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APPENDIX: Air Quality Standards
TABLE A
NATIONAL AMBIENT AIR QUALITY STANDARDS
(Primary-protective of public health)
POLLUTANT LEVEL NOT TO BE EXCEEDED1
Sulfur Dioxide (S02) 80 yg/m3 (0.03 ppm)2
365 yg/m34(0.14 ppm)3
Particulate Matter 75 yo/m33
260 p-g/m3
Carbon Monoxide (CO) 10 mg/m (9 pom)
40 mo/m (35 pom)
Photochemical Oxidants 160 yg/m (0.08 ppm)
o 7
Hydrocarbons 160 yg/m (0.24 ppm)
3 p
Nitrogen Oxides 100 yg/m (0.05 ppm)
1 O _C O
yg/m (micrograms per cubic meter of air, 10" g/m ); ppm (parts per
3 -3 3
million of air); mg/m (milligrams per cubic meter of air, 10" g/m )
2
Annual arithmetic mean.
3
Maximum 24-hour concentration not to be exceeded more than once a year.
4
Annual geometric mean.
Maximum 8 -hour concentration not to be exceeded more than once a year.
Maximum one-hour concentration not to be exceeded more than once a year.
.
Maximum 3-hour concentration (6-9 a.m.) not to be exceeded more than
once a year.
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TABLE B
CALIFORNIA AMBIENT AIR QUALITY STANDARDS
POLLUTANT
Oxidant, including
ozone (Og)
Carbon Monoxide (CO)
Sulfur Dioxide (S02)
Visibility-Reducing
Particulates
Suspended Particulate
Matter
Lead (particulate)
Hydrogen Sulfide (HgS)
Nitrogen Dioxide (N02)
CONCENTRATION
0.10 ppm
10 ppm
40 ppm
0.5 ppm
0.04 ppm
Insufficient amount to
reduce the prevailing
visibility to 10 miles
when relative humidity
is less than 70%*
60 yg/m
100 yg/m3
1.5 yg/m
0.03 ppm
0.25 ppm
DURATIOH OF
AVERAGING PERIOD
1 hour
12 hours
1 hour
1 hour
24 hours
1 observation
24-hour sample, annual
geometric mean
24-hour sample
30-day average
1 hour
1 hour
*Prevailing visibility is defined as the greatest visibility which is
attained or surpassed around at least half of the horizon circle, but
not necessarily in continuous sectors.
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