HomeMy WebLinkAboutReso 94-090 - Amending its General Plan of the COR by adopting the Air Quality Element RESOLUTION NO. 94- 90
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
REDDING AMENDING THE GENERAL PLAN OF THE CITY OF
REDDING BY ADOPTING AN AIR QUALITY ELFKKN'r.
WHEREAS, following the required public hearings, the Planning
Commission of the City of Redding recommended to the City Council that
the City' s General Plan be amended by adopting an Air Quality Element;
and
WHEREAS, following the required notices in accordance with law,
the City Council held a public hearing on the recommendation, and has
carefully considered the evidence at said hearing; and
WHEREAS, it is believed that the Air Quality Element is in
compliance with the State of California Air Quality Management laws;
the Shasta County Air Quality Attainment Plan of the Air Quality
Management District; and the Shasta County Congestion Management Plan;
NOW, THEREFORE, IT IS HEREBY RESOLVED that the City Council of the
City of Redding hereby adopts the Air Quality Element attached hereto,
together with any additions or amendments that Council may direct in
its Motion.
I HEREBY CERTIFY that the foregoing Resolution was, introduced,
read, and adopted at a special meeting of the City Council of the City
of Redding on the 13th day of April, 1994, by the following vote:
AYES: COUNCIL MEMBERS: Anderson, Kehoe and Moss
NOES: COUNCIL MEMBERS: None
ABSENT: COUNCIL MEMBERS: Arness and Dahl
ABSTAIN: COUNCIL MEMBERS: None
_ z pr
ROBERT C. ANDERSON, Vice Mayor
City of Redding
AST: FO APPROVED: 1
CONNIE STROHMAYER, y Clerk RA6ALL A. HAYS, City Attorney
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AIR UALITY LLEMENT '
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REDDING UENERAL,
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Department of Planning and Community Development-
February
evelopmentFebruary 1.994;
Adopted by the Redding Planning Commission on February 8, 1994
Adopted by the'Redding City Council on'April 13, 1994
AIR QUALITY ELEMENT
OF THE
REDDING GENERAL PLAN
1
Department of Planning and Community Development
January 1994
Adopted by the Redding Planning Commission on February 8, 1994
Adopted by the Redding City Council on April 13, 1994
RESOLUTION NO. 94- 90
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
REDDING AMENDING THE GENERAL PLAN OF THE CITY OF
REDDING BY ADOPTING AN AIR QUALITY Fr.tME:NT.
1
WHEREAS, following the required public hearings, the Planning
Commission of the City of Redding recommended to the City Council that
the City' s General Plan be amended by adopting an Air Quality Element;
and
WHEREAS, following the required notices in accordance with law,
the City Council held a public hearing on the recommendation, and has
carefully considered the evidence at said hearing; and
WHEREAS, it is believed that the Air Quality Element is in
compliance with the State of California Air Quality Management laws;
the Shasta County Air Quality Attainment Plan of the Air Quality
Management District; and the Shasta County Congestion Management Plan;
NOW, THEREFORE, IT IS HEREBY RESOLVED that the City Council of the
City of Redding hereby adopts the Air Quality Element attached hereto,
together with any additions or amendments that Council may direct in
its Motion.
I HEREBY CERTIFY that the foregoing Resolution was introduced,
read, and adopted at a special meeting of the City Council of the City
of Redding on the 13th day of April, 1994, by the following vote:
' AYES: COUNCIL MEMBERS: Anderson, Kehoe and 19oss
NOES: COUNCIL MEMBERS: None
ABSENT: COUNCIL MEMBERS: Arness and Dahl
ABSTAIN: COUNCIL MEMBERS: None
1 This instrument is a correct copy
of the original on file in this office.
ATTEST: A.P R 13 1994 /s/ Robert C. Anderson
CONN STROMMAVER ROBERT C. ANDERSON, Vice Mayor
Cm CLURK Awo CI94K OF TMt Cnv COUNC-L City of Redding
O/T C Oir..C�UNTi O :'..ASfq
1 aT�It C RNi
PUTY
ATTEST: FORM APPROVED:
' 1s/ rnnj3iP Stmhmayer• /s/ Randall A. Hays
CON_NIE STROHMAYER, City Clerk RANDALL A. SAYS, City Attorney
TABLE OF CONTENTS
Page
PREFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . v
I. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1 A. Purpose and Summary of Air Quality Element Goals . . . . . . . . . . . . . . . . . . . . 3
B. Air Pollution and Its Significance 3
1. Ozone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . 3
2. Particulates (PM,o) . . . . . . . . . . . 6
C. Urbanization, Weather, and Air Quality . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
II. STATUTORY AIR QUALITY STANDARDS/MANDATED REQUIREMENTS . 8
A. State-Mandated Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
B. Federally Mandated Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
III. RELATIONSHIP OF AIR QUALITY ELEMENT TO OTHER LOCAL AND
REGIONAL PLANS AND STATE/FEDERAL TRANSPORTATION FUNDS . . . 13
A. Congestion Management Plan (CMP) 13
B. Transportation Control Measure Plan of CMP . . . . . . . . . . . . . . . . . . . . . . . . . 14
' C. City General Plan Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
D. Shasta County General Plan Air Quality Element . . . . . . . . . . . . . . . . . . . . . . . 15
E. Shasta County Regional Transportation Plan (RTP) . . . . . . . . . . . . . . . . . . . . . 15
F. Impact of Air Quality Laws on Transportation Funds (ISTEA) . . . . . . . . . . . . . . 15
G. Summary Relationship of Traffic and Air Quality Planning Coordination and
Consistency Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
IV. EMISSION INVENTORY, OZONE TRANSPORT, AND EMISSION
REDUCTION SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
A. Emission Inventory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
B. Ozone Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
C. Emissions Reduction Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
V. FUTURE OUTLOOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
A. Vehicle Miles Traveled (VMT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
B. Air Quality and the Cost of Sprawl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
C. Future Technological Advancements in Transportation . . . . . . . . . . . . . . . . . . . 23
VI. ISSUES, GOALS, POLICIES, AND IMPLEMENTATION . . . . . . . . . . . . . . . 25
iA. Communication, Cooperation, and Coordination . . . . . . . . . . . . . . . . . . . . . . . 25
B. Land Use, Transportation, and Air Quality . . . . . . . . . . . . . . . . . . . . . . . . . . 31
B C. Fugitive Dust/PM,o . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
D. Wood Burning . 38
i
VII. AIR QUALITY ANALYSIS AND BEST AVAILABLE '
MITIGATION MEASURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
A. Categories of Mitigation Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
B. Project Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
C. Steps for Air Quality Analysis and Project Mitigation . . . . . . . . . . . . . . . . . . . . 40
D. Recommended Standard Mitigation Measures (SMM) Available to All Projects . . . . 41
E. Residential Projects: Recommended Best Available Mitigation Measures (BAMM) . 42
F. Commercial/Industrial Projects: Recommended Best Available Mitigation Measures 43
G. URBEMIS Computer Program Assumptions and Defaults . . . . . . . . . . . . . . . . . 46
H. Sample Calculation of Emission Reduction from Application of Best Available
Mitigation Measures (BAMM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
I. Sample List of Projects and Associated Air Pollution Mitigations Using Air r
Quality Element Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
J. Sources for Other SMM and BAMM . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
VIII. TRACKING CUMULATIVE EMISSIONS OF ALL APPROVED PROJECTS . 50
GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
APPENDICES:
Adopted Air Quality Goals and Policies of City and County Plans (Separately Bound)
1. Requirements of the County's Congestion Management Plan '
2. Rule 3:24 of the County's Air Quality Attainment Plan
3. County Regional Transportation Plan (RTP)
4. Elements of the Redding General Plan ,
5. Shasta County Air Quality Element of the General Plan
6. Work Program of the County's Regional Transportation Planning Agency
ii
ACKNOWLEDGEMENTS
' The preparation of this element was made possible by a grant from the Shasta County Regional
Transportation Agency and Air Quality Management District. The grant funds originated from a
countywide motor vehicle registration fee authorized by AB 2766. The fees can only be used to fund
programs and projects that will reduce air emissions from motor vehicles directly or indirectly.
Work on the draft element began in April 1993 with the formation of an advisory committee
authorized by the City Council and appointed by Mayor Carl Arness. The Mayor's charge to each
committee member set the stage for what was to be several months of meetings and rewrites of the
draft document. In brief, the Mayor's charge was:
". . .to study the past and present trends, imagine the future, and propose a policy that will
maintain our air quality. All of this must be done without sacrificing jobs, and I encourage
you to focus on air quality planning as an opportunity to attract industry by touting the
quality of life and air quality we enjoy and plan on protecting.
As you approach your charge, please keep in mind that planning means little unless the
implementation measures are effective, affordable, and equitable. A strong economy that
features clean air and good planning is no small challenge and will be a formidable political
challenge for members of the City Council, unless there is a reasonably shared community
consensus regarding issues, solutions, and an ultimate vision of the future.
Whatever policy and shared vision is developed, it must not jeopardize State and Federal
funds for local transportation projects which are keyed to government mandates for improved
air quality.
Based on the diverse interests and talents of the advisory committee, I feel confident that the
draft recommended policy will be the best that we can produce. "
The following individuals, representing the interests of their affiliated agencies and organizations,
accepted this challenge by contributing their time, constructive criticism, and solutions, all of which were
sprinkled with many compromises:
tAdvisory Committee
Shasta Builders Exchange Citizens at Large
Kent Dagg Lou Gerard
Greater Redding Chamber of Commerce Shasta County Board of Realtors
' Tom Semingson, Frank Strazzarino, Jr., Marie Whitacre
Michael Green
Sierra Club
American Association of University Women Kelly Clark, Vi Klasseen
Susan Turner, Judy Ceragioli
League of Women Voters
Shasta Business Council Ruth Wingate
Lance Fredricksen
Tourism and Convention Commission
Sacramento River Council Commissioner Warren Lane
Tryg Slettland, John Carr
iii
Staff of Reviewing Agencies
Shasta County . Shasta County Regional Transportation
Jim Cook, Deputy Planning Director Planning Agency
Dick Curry, John Stokes
City of Anderson
Tom Hart, Planning Director Caltrans
Jerry Severson
City of Shasta Lake
Joe Hunter, Planning Director Redding Convention and Visitors Bureau
John Gorman
Redding Area Bus Authority
Ray Duryee Redding Housing Authority
Larry Morgon, Sarah Haddox
Redding Public Works Department
Doug Will, Don Curtis Economic Development Corporation
Jim Zauher
Air Quality Management District
Mike Kussow
Shasta County Department of Resource
Management t
Russ Mull
Redding g P Planning Department
Jim King, Project Coordinator
Judy Huskey, Joy Gaskey, Secretaries
iv
PREFACE
Imagine Redding in the year 2040. Mt. Lassen and Mt. Shasta will be sharp, white silhouettes as clearly
seen from many Redding vantage points 50 miles away. The urban area of Redding may be
complemented by the new cities of Bella Vista, Happy Valley, and Palo Cedro; and of course, the cities
' of Anderson and Shasta Lake will have greatly expanded.
The distant hillsides and mountain ranges will be clearly visible and still forested; and there will be rural
open-space areas between the Redding metropolitan area and outlying satellite communities. The rural
greenbelt areas will be divided up into large ranchettes, and there will be concentrated areas of high
density surrounded by open land with forested stands of oaks fed by numerous storm-water detention
ponds and seasonal creeks defined by riparian corridors.
Envision that the urban areas have distinct places of employment, housing, and shopping; that there is
a light rail system linked to major shopping areas of the metropolitan area and other urban areas of the
County without being interrupted by automobile grade crossings; and that perhaps the bus system of the
metropolitan area will have a 15-minute interval between each bus. Imagine that there are livable high-
density neighborhoods laid out so residents can bicycle or walk to school and work or even to the
shopping mall; yet there is still room for electric and conventional combustion vehicles provided one is
willing to walk along well-designed pedestrian corridors leading to a parking lot.
Now, imagine that in 45 years, the State's population will have doubled and Redding's will have tripled
to 240,000; and the metropolitan population will be 340,000. This growth assumes a declining annual
growth rate ending with 1.7 percent in the year 2040.
Finally, can you imagine fitting 340,000 people into the picture painted in the beginning of this
discussion, using today's transportation and land-use policies? Will the air be as clean as it is today, or
will Redding have serious air quality problems and traffic gridlock like the cities of Fresno and
Sacramento, which have populations near 340,000? Will views of Mt. Shasta and Mt. Lassen become
rarities occasioned by a recent rain or strong north to south winds to carry the pollutants down the valley;
and if this happens, will our less urban southern neighbors tolerate the pollutants?
What is the vision for the next 45 years? Is it somewhere in between two extremes, or can we hope that
technology will somehow, by itself, solve the projected air quality and transportation problems?
Transportation experts agree that we have squeezed all the emission efficiency out of today's automobiles,
yet the increase in number of miles driven has wiped out these gains; and although many commuters will
own an electric car as a second vehicle, this will not be enough to solve our air quality problems.
Technological advancements in fuel and electric vehicle production could help save us, but only if we
plan differently than we do today—modify our behavior and provide for future transportation
infrastructure.
This policy document responds to these questions and rises to the challenge of air quality planning for
the next 5 to 25 years based on an understanding of what the community's population and growth will
be in 45 years and the implications of the growth relative to air quality. It will have a positive effect on
' the air that our children and future generations will breathe, but only if there are broad citizen support
and regional government coordination.
v
AIR QUALITY PLANNING ELEMENT
OF THE REDDING GENERAL PLAN
I. INTRODUCTION
According to the Air Resources Field Research Office in North Carolina, the Sacramento Valley Air
Basin has the highest air pollution potential in the United States because the area has over 70 air
inversion days per year. The air basin, comprising 13 counties, is classified as being in violation of
State ambient air quality standards. A violation of any one standard is termed "nonattainment." The
limits of the air basin are determined by meteorological conditions, emission transport, and
' topography. The State Air Resources Board (ARB) has further divided the basin into two planning
units called the Northern Sacramento Valley Planning Area and the Broader Sacramento Planning
Area. These divisions are based on the degree of pollutant transport from one area of the basin to
another and the varying degrees of emissions within each area. The northern area, which affects
seven counties including Shasta County, is classified as "moderately" nonattainment for ozone and
particulates. The southern area affects six counties and is classified as being a "serious"
nonattainment area. The air pollution districts of each planning area have different State-mandated
planning restrictions which must collectively reduce locally produced pollutants to levels of attainment
for the planning areas. The map on the next page depicts the air basin and planning areas.
On a local level, air quality in the Redding metropolitan area of Shasta County is a reflection of the
population growth of the region and the surrounding counties and the fact that Redding is a central
11 place for urban demands including medical, retail, government, education, employment, housing, and
transportation. The metropolitan area also draws customers from well beyond adjoining counties
because of the outdoor recreational attractions of the North State. It should also be noted that the
northern part of the valley is subject to significant ozone transport from the Broader Sacramento
Planning Area. These factors, coupled with the region's climate, topography, and vast hydrocarbon-
rich forest, have caused the air quality of the metropolitan area to become "moderately" polluted with
ozone (smog) and particulates (dust and smoke).
The "moderate" pollution standard is based on health criteria established by the California Clean Air
Act. If nothing is done to decrease pollution levels, then the region will be subject to expensive and
punitive mandates of the Federal Clean Air Act including the denial of Federal grants and highway
funds for transportation, transit, and sewerage projects.
' The primary source of ozone pollution is vehicles which account for about 70 percent of the
emissions. The remaining 30 percent is due to stationary land-use sources. Another significant
County pollutant is particulates. The use of wood heating devices, open burning practices, and road
dust all contribute to high particulate levels, especially in the winter months. Based on this, it makes
sense to integrate air quality planning from the perspective of the Circulation and Land Use Elements
of the City's General Plan.
A. PURPOSE AND SUMMARY OF AIR QUALITY ELEMENT GOALS
This element provides a program to control or reduce emissions associated with new and modified
indirect sources of air pollution. Indirect sources include employment sites, shopping centers, sports
facilities, housing developments, airports, places of business, etc.
An indirect source control program or rule incorporates strategies to reduce emissions including
goals, policies, standards, and implementation measures related to land use and traffic circulation.
1
AREA DESIGNATION
UPPER SACRAMENTO VALLEY
FOR STATE AMBIENT PLANNING AREA OF THE
AIR QUALITY STANDARD SAC VALLEY AIR BASIN
OZONE
/
000,
/ SHASTA
/ .101 / *REDDING
0RmBWFF
/ / / / TEHAMA
.101 oo
10,
GLENN BUTTE
CHICO
SACRAMENTO
VALLEY COLUSA `PG UBA
BROADER
SACRAMENTO LAKE TAHOE — — —
' PLANNING AREA
SAN FRANCISCO
BAY AREA
SAN JOAQUIN VALLEY
NORTH CENTRAL
COAST
SOUTHEAST.
SOUTH CENTRAL DESERT
COAST
® SACRAMENTO VALLEY SOUTH COAST
AIR BASIN
NON—ATTAINMENT AREAS
FOR STATE OZONE STANDARD SAN DIEGO
This policy is intended to substitute as one of 31 rules mandated for adoption by the Shasta County Air '
Quality Attainment Plan (AQAP). Thus, this air quality policy is part of a comprehensive emissions
reduction program which has a goal of achieving air quality attainment by 1997.
Methods of implementation must focus on threshold standards of pollution from land use and the
application of best available mitigation measures(BAMMs) to reduce emissions. In a larger sense, this
air quality policy is part of the regional strategy for improving air quality in the northern Sacramento '
Valley planning area, which includes seven counties. While air quality is often regarded as a regional
problem, local land-use and growth decisions by the Cities of Anderson, Shasta Lake, and Redding and
the unincorporated area of the County will profoundly affect the success of whatever technology is
available regionally to combat air pollution with this in mind:
It is the purpose of this air quality policy to protect the health and welfare of our residents,
businesses, and industries by promoting development that is compatible with air quality standards
of the policy and the County's AQAP.
This is to be accomplished by the goals, policies, and implementation strategies of Chapter VI, which are
summarized below:
P. Applying transportation control measures (TCMs) and BAMMs through planning to augment the '
rules of the County's AQAP which are aimed at substantially reducing growth in vehicle miles
traveled (VMT) and vehicles trips as required by the California Clean Air Act. '
► Ensuring that Federal and State entitlement funds and grants for local transportation projects will not
be lost, which will happen if the air quality declines to the point where the region becomes '
nonattainment under the Federal Clean Air Act, and ensuring that industries of the County are not
unnecessarily forced to install expensive retrofit equipment to reduce emissions.
► Providing the planning process with necessary guidance to review proposed projects relative to
stationary indirect sources of air pollution and guidance in applying mitigation measures to reduce
the pollution.
► Planning for advancements in transportation technology so that land use and the transportation
systems can more easily adapt to the technology.
► Supporting a communitywide program of the Air Pollution Control District aimed at educating
developers and the citizenry regarding the need to modify our behavior in order to improve the air
quality.
P. Focusing community attention on the need to create a vision of what the metropolitan area should
be and look like in the next 45 years relative to air quality, transportation, and land-use patterns.
► Integrating the policies, standards, and implementation measures of the Air Quality Policy into the
Land Use and Circulation Elements of the Redding General Plan.
► The specific standards for measuring the success of the element may be summarized as follows:
1. Strive to achieve 5 percent reduction in emissions per year for NO,, and PM,o averaged over a
three-year period.
2. Substantially reduce rate of increase in passenger vehicle trips and miles per trip.
2 i
3. Achieve State ozone standards by 1997 to avoid being reclassified to a "serious" category of
nonattainment.
4. Avoid mandate of applying emission devices to new sources based on an emissions output of 10
lbs/day. The current standard is 25 lbs/day.
5. Avoid application of expensive retrofit emission technology to existing industries and businesses.
6. Avoid requirement of reducing countywide vehicle miles traveled to 2.8 percent growth per Past
growth has been 5.6 percent per year.
7. Avoid Federal sanctions by being classified as nonattainment under the Federal Clean Air Act.
8. Avoid Federal requirement of 1.15 emission offsets for new industries.
9. Avoid Federal requirement of 15 percent reduction in volatile organic compounds over a six-year
period.
10. Avoid the loss of State and Federal transportation funds for local projects. Last year, the
' County's allocation was $5 million.
11. Avoid development moratorium caused by noncompliance with County's Nona ttainment Plan and
' California Clean Air Act.
12. Avoid reduction in tourism and sales tax due to deterioration of our air quality.
13. Maintain community health through improved air quality.
14. Provide a strong basis to justify that the County not be reclassified to a "serious" nonattainment
category in 1997, even if the County still exceeds State ozone standards. This can be done by
demonstrating that the County and its cities have adopted and implemented air quality elements
that apply best available mitigations to new projects which reduce vehicle emissions and that
' continued violation of the State standard is due to ozone transport from Sacramento, which
currently is responsible for 90 percent of the days of violation.
15. Because of improvements in today's vehicles, the County will likely achieve the 1994 emission
reduction schedule of 12.4 tons per day (NOJ, but after this time, the number of vehicle miles
driven will increase and wipe out this advantage. By 1997, the County's target goal is to
' achieve a NOX reduction of 17.71 tons per day.
B. AIR POLLUTION AND ITS SIGNIFICANCE
There are nine pollutants for which California has established ambient standards. Six of these are also
regulated by the Federal government, except that the Federal standards are less restrictive than the State's
standard. For Shasta County, the applicable pollutants are ozone (03) and particulates (PM,o).
Ozone
Ozone, commonly called smog, is created by a combination of chemical interactions which can
concentrate the pollutant low to the ground by the force of inversion or air pressure. Ozone has a slightly
pungent, irritating odor. In general, smog may be defined as:
Oxides of Nitrogen + Hydrocarbons + Sun = Smog
3
The County's Air Quality District monitors ozone at monitoring stations located in South Redding and
in Anderson. .Ground-level ozone is distinct from the layer of ozone that is seven or more miles above
the earth's surface in the stratosphere and protects the earth from the sun's harmful ultra-violet radiation.
Moderate concentrations of ozone can damage materials. For example, it can cause fading in textile
materials and will cause rubber products to crack and lose elasticity and strength. '
Recent clinical studies show that chronic exposure to smog irreversibly reduces lung capacity, lowers
stamina, and leaves people more vulnerable to long-term respiratory problems. Smog is especially ,
harmful for children, senior citizens, and those who suffer from heart or lung disease. At high
concentrations, ozone causes significant health and environmental problems. It can irritate the respiratory
tract; produce impaired lung function such as inability to take a deep breath; and cause throat irritation, ,
chest pain, cough, lung inflammation, and possible susceptibility to lung infection. Smog aggravates
existing respiratory conditions like asthma.
Smog can reduce the yield of agricultural crops and injure forests and other vegetation. Ozone is the
most injurious pollutant to plant life, but oddly enough, plants can assist in the production of ozone
through the emission of hydrocarbons which interact with NO,, to create smog. The table below
illustrates the effects of ozone on selected plants at various concentrations. While Shasta County is not ,
an intense farming region, the table is pertinent because it illustrates the effects of ozone on plant life,
which is abundant in the County. For reference purposes, the California standard for ozone is .09 ppm
= 176.6 ,ug/m"3: phm = parts per million; µg/m^3 = micrograms per cubic meter. The Redding '
Metro area has exceeded ozone concentrations of 200 µg/m"3 on many occasions in the last six
years.
TABLE 1 ,
POLLUTION EFFECTS OF OZONE ON PLANTS
.XxAmount` Duration Effect
54 µg/m'3 2 hr 38% leaf damage to some sensitive plants
200 µg/m"3 1 hr minimal visible injury to spinach, radish, oak, and white
pine
400 µg/m"3 4 hr 79% leaf injury in pinto bean
t560 µg/m^3 4 hr 75% leaf damage to some sensitive plants '
700 µg/m"3 2 hr 90% leaf injury in pinto bean
Source: Jones & Stokes Assoc. Inc., 1980, Volume I, Basic Ecological Concepts, FWS/OBS-80/45.
As noted in the table above, plants have different thresholds of sensitivity to ozone. In general, high and
moderately sensitive plants experience visible injury from ozone based on the following concentrations:
4
' TABLE 2
HIGH AND MODERATE PLANT SENSITIVITY TO OZONE
Exposure Period High Senslttvify (in ppm) Moderate Sensitxvlty (in ppm)
0.5 hour .25 - .40 4.0 - 5.5
1.0 hour .10 - .25 2.5 - 4.0
2.0 hours .07 - .15 1.5 - 2.5
4.0 hours .04 - .10 1.0 - 2.0
8.0 hours .03 - .07 0.7 - 1.5
Source: IBID.
California established the new health advisory level after medical research showed that ozone posed a
health threat at a lower concentration than the Federal standard, especially for children, the elderly,
persons with heart or lung disease, and during strenuous exercise. California's ozone standard (9 pphm
or .09 ppm) has always been more protective of public health than the Federal standard of 12 pphm
(0.12 ppm) or 100 PSI (Pollutant Standards Index). The worst concentration of ozone in the Redding
area (attributed to local sources) occurred in 1987 and in 1990 with a reading of 0.13 ppm.
The figure below provides some insight into the significance of various levels of pollution based on a
standard index. The Pollutant Standards Index (PSI) was developed by the Environmental Protection
Agency to standardize reporting and to convert air pollution concentrations to a simpler scale. The figure
shows how intervals on the PSI scale relate to the potential health effects of ozone at the measured
concentrations.
FIGURE "A"
POLLUTANT STANDARDS INDEX FOR OZONE
(PSI scale is a relative number without units)
F.H•
. ..
over. ••
275 - Stage II Alert
(35 parts per hundred million)
0. e • Everyone should remain indoors.
(20 Stage 1 Alert
parts per hundred million)
General public should avoid strenuous
outdoor activities.
e • 138 - Health Advisory
(15 parts per hundred on)
0.1 3 ppm or 1 3 pphm Athletes avoid strenuoumi is outdoor
activities.
(worst recorded pollution ; 100 - Federal Standard
o i II it (12 parts per hundred million)
days In Redding) .} 75 - State Standard
" # (9 parts per hundred million)
Sensitive persons should reduce
strenuous outdoor activities.
limi f r air is 0
to 6
Normal ozone t o dry
pphm.
................................................
5
Particulates (PM,d '
Suspended particulate matter 10 micrometers (millionths of a meter) or less in diameter is referred to as '
PM,o, which consists of a mixture of manmade and natural substances including wood smoke, dust from
unpaved roads, construction, and agricultural activities. It comes from a variety of residential, industrial,
and mobile sources and may be emitted directly or formed in the air by transformations of gasses. These
tiny particles are a potential cause of significant health effects since they can more easily bypass the
respiratory tract's natural filtering system and can lodge deep in the lungs.
The microscopic particles can affect breathing and respiratory symptoms, causing increased respiratory ,
disease and lung damage and possibly premature death. Children, the elderly, and people suffering from
heart or lung disease (like asthma) are especially at risk. The particles also damage paint, soil clothing,
and reduce visibility.
Federal standard for PM,o is 150 micrograms/cubic meter; the State standard is 50 micrograms/cubic
meter. For the Redding area, the highest concentrations of PMj0 were 85 micrograms/cubic meter,
which occurred in November and December, 1987 and 1990. These concentrations were attributed
to wood smoke from home heating and agricultural burning.
C. URBANIZATION,WEATHER,AND AIR QUALITY
The foregoing discussion focused on the effects of ozone and particulates because Shasta County exceeds
the State's threshold standards of these pollutants. In reality, the effects of air pollution on the County ,
ought to include all categories of pollution, even those for which the State and Federal governments do
not have standards. The idea is to develop programs to reduce emissions and threshold violations while
ensuring that other pollutants do not exceed threshold levels. If the rate of emissions remains the same ,
for the County relative to the rate of growth, the County will eventually violate all pollutant thresholds
of the State and Federal governments. This is because urbanization can increase the volume and
concentration of emissions. The table below emphasizes how urbanization can affect weather and increase ,
pollution, urban temperatures, etc.
TABLE 3
WEATHER CHANGES CAUSED BY INTENSE URBANIZATION
AveraXXXge Changes Expressed as Percent oz
Magnitude of Rural Conditions
Weather &Climate Elements Annual Cold SeasonWarm Season
Contaminants (Volume) +1000% +2000% +500%
Solar Radiation (Langleys) -22% -34% -20%
Temperature (°F) +20 +40 +10
Humidity (Relative) -6% -2% -8%
Visibility (Frequency) -26% -34% -17%
Fog (Frequency) +60% +100% +30%
Wind Speed (mph) -25% -20% -30%
Cloudiness (Frequency) +8% +5% +10%
Rainfall (Amount) +14% +13% +15%
Snowfall (Amount) ±10% ±10% --- ,
Thunderstorms (Frequency) +16% +5% +29%
Source: Urban-Industrial Effects on Clouds and Precipitation, Utah State University, Logan, UT, 1973, ,
p 135.
6
' Generalized direct and indirect effects of urbanization are outlined below:
'
P. Effects on meteorology:
1. Visibility
2. Cloud/haze/fog formation
3. Urban heat islands
P. Effects on materials:
1. Corrosion, pitting, and chemical disintegration
' 2. Discoloration and fading
3. Embrittlement, cracking, and reduced tensile strength
P. Effects on plants:
1. Growth and yield reductions
2. Tissue damage
3. Increased sensitivity to pathogens
' 4. Altered susceptibility to environmental stresses
► Effects on fish, wildlife, and domestic animals:
1. Direct toxicity and metabolic disruptions
2. Respiratory problems
3. Increased susceptibility to disease
4. Reproductive disruptions or failure
5. Behavioral changes
P. Effects on ecosystems:
1. Changes in vegetation composition
2. Changes in fish or wildlife abundance
3. Changes in successional patterns
4. Changes in microclimates and geophysical processes
5. Changes in soil or water chemistry
6. Changes in litter decomposition rates or products
7. Changes in productivity, energy flow, and nutrient cycling
P. Effects on human health:
1. Respiratory problems
2. Eye irritation
3. Increased susceptibility to bacterial or viral infections
4. Direct toxicity and metabolic problems
5. Carcinogenic effects
6. Reproductive problems
► Economic Effects:
1. Require industry to retrofit equipment
2. Influence on technological change
3. Creation of the air pollution control industry
4. Influence on site selection and site design for development projects
5. Unmitigated impacts will cause the City/County to lose State and Federal funding for
transportation projects.
r
7
r
r II. STATUTORY AIR QUALITY STANDARDS
AND MANDATED REQUIREMENTS
rCalifornia began setting air quality standards in 1969 under the provisions of the Mulford-Carrell Act.
With the passage of amendments to the Clean Air Act in 1970, the Federal government began adopting
such standards for the entire country. As stated by former President Bush, the promise of the 1990
Federal Clean Air Act is "Every American expects and deserves to breathe clean air. . ."
Air quality standards define the levels of various types of air pollutants that may not be exceeded for
certain periods of time in defined areas. There are State and Federal ambient air quality standards for
ozone, carbon monoxide, oxides of nitrogen, sulfur dioxide, PM,o, and lead. If standards are met, eye
and throat irritation—and more serious health effects—are not expected to appear among even the most
sensitive members of the public. Table 4 provides a comparison of State and Federal standards.
TABLE 4
COMPARISON OF FEDERAL AND STATE AIR QUALITY STANDARDS
. vFe<era .....State JPollutant
Ozone
1-hour 0.12 ppm** 0.09 ppm To prevent eye irritation, breathing difficulties.
240 µg/m3 180 µg/m3
Carbon Monoxide
r 8-hour 9.3 ppm 9.0 ppm To prevent carboxyhemo-globin levels greater
10 mg/m3 10 mg/m3 than 2 percent.
1-hour 35 ppm 20 ppm
40 mg/m3 23 mg/m3
Nitrogen Dioxide
Annual 0.05 ppm — To prevent health risk and improve visibility.
100 µg/m3
1-hour — 0.25 ppm
470 µg/m3
Sulfur Dioxide
Annual 0.03 ppm — To prevent increase in respiratory disease, crop
80 µg/m3 damage, and odor problems.
24-hour 0.14 ppm 0.05 ppm
365 µg/m3 131 µg/m3
1-hour — 0.25 ppm
665 µg/m3
' Sulfates
24-hour —
25 µg/m3 To improve visibility and prevent health
problems.
r P
Annual mean 50 µg/m3 30 µg/m3 To improve visibility and prevent health
problems.
24-hour average 150 µg/m3 50 µg/m3
Lead —
30-day 1.5 µg/m3 To prevent health problems.
Calendar quarter 1.5 µg/m3 —
Hydrogen Sulfide
1-hour —
0.03 ppm To prevent odor problems.
42 µg/m3
Vinyl Chloride
' (Chloroethene) — 0.010 ppm To prevent health problems.
26 µg/m3
Visibility-reducing State Standard: One Observation. In sufficient amount to reduce the prevailing
particles visibility to less than ten miles when the relative humidity is less than 70 percent.
' Particulate matter ten microns or less to size. Parts per million.
8
e
A. STATE-MANDATED REQUIREMENTS
The ambient air quality standards of the foregoing section for the California Clean Air Act must be
' achieved through a variety of actions by local governments. The scope of this air quality policy focuses
on two of many requirements of the County's Air Quality Attainment Plan (AQAP) as discussed below.
' To assist local governments in meeting ambient air quality standards, the California Clean Air Act of
1988 gave regional air quality management districts new authority to design, adopt, implement, and
enforce comprehensive plans for attaining and maintaining both the Federal and the more stringent State
' air quality standards by the earliest practical date. Among its provisions, the California Clean Air Act
provides air quality management districts with the authority to establish controls on mobile and stationary
sources of pollution.
' Each nonattainment district is required to adopt an attainment plan with rules to achieve attainment. For
the Northern Sacramento Valley planning area of the air basin, the plans for each of the six counties,
including Shasta County, are basically the same and require each district to adopt transportation control
measures (TCMs) and an indirect source control program.
The 1988 Clean Air Act requires that the County's air quality district adopt a program or air quality
1 attainment plan that will strive to achieve a 5 percent reduction in emissions per year for each
nonattainment pollutant averaged every consecutive three-year period.
The second mandated requirement occurred as the result of a 1992 amendment to the Clean Air Act
(AB 2783, Sher). The amendment requires areas with moderate air pollution that contain an urbanized
area of 50,000 people or more to "substantially reduce the rate of increase in passenger vehicle trips
and miles traveled per trip" by the earliest practicable date [H&SC 40918(c)]. The State Air
Resources Board (ARB) has interpreted this requirement to mean having TCMs sufficient to hold the
growth in vehicle miles traveled equal to the population growth rate.
In the 1980s, Shasta County averaged annual growth rates of 5.5 percent for vehicle miles traveled
(VMT) (Caltrans). Recent VMT trends indicate that growth in VMT is slowing down, which is probably
due to the recession; however, TCMs are still needed to achieve ambient air quality standards.
' This requirement is only applicable to the urbanized area of the County, but may be expanded to include
the whole County or district later on if standards are not met. For now, the severity of the TCMs
necessary to meet this requirement are left to the discretion of the air district, although the State does
have performance standards.
The table following this section provides a summary of the various required actions based on the severity
of nonattainment. For purpose of this policy, only the required actions dealing with transportation
control measures and indirect source control programs will be addressed with the understanding that the
other measures are being addressed on a regional level by enforcement actions of the Air Pollution
Control District (APCD) based on the County's AQAP.
' Shasta County Air Quality Attainment Plan (AQAP)
The goal of the plan is to achieve the State's ambient air quality standard for ozone at the earliest possible
date.
The County's AQAP cannot demonstrate a 5 percent reduction of nonattainment pollutant emissions since
the emission inventory is incomplete for many emission sources in Shasta County. This is because a
' complete emissions inventory by the State ARB is needed in order to establish the existing condition and
source of local air pollution. Also, the efficiency of emission reduction measures for Shasta-County
9
needs to be documented. However, the State Air Resources Board has accepted the plan because it '
includes every feasible control measure and a schedule of adoption of the control measures as per Section
40914(a)(2) of the California Health and Safety Code. The control measures include 31 rules, one of
which is the Indirect Source Review Rule and its associated Transportation Control Measures. ,
If the County does not meet State ozone standards by 1997, the County will be "bumped" to a serious
category of violation and a major revision of the County's AQAP must be accomplished under State law.
The ramifications of this action are briefly noted in the following table.
10 , .
TABLE 5
CALIFORNIA CLEAN AIR ACT
SUMMARY MAJOR PLANNING REQUIREMENTS
Ozone Classification
Moderate Serious Severe Extreme
' 09 12 ppm 13 15 pprn 16 20 ppm 20 ....................
:Mandated Date to Achieve Attainment 1997 1997 1997 1997
MANDATED ACTIONS:
Attainment Demonstration
Air quality plans must demonstrate
attainment of the State standards by the
earliest practicable date X X X X
Transportation Control Measures
P. TCMs required in urbanized areas
with populations of >_ 50,000 to
substantially reduce growth in X X X X
VMT and vehicle trips
P. Prescribed average vehicle
ridership (AVR) by 1999 and no
net increase in vehicle emissions
after 1997 if the district contains
Standard Metropolitan Statistical N/A 1.4 AVR 1.5 AVR 1.5 AVR
Area of >_ 250,000 population
(see note)
' New Source Review
No net increase permitting program for
new/modified sources with prescribed
levels (tons/year) of emissions 25 tons/year 15 tons/year 10 tons/year All sources
P. Best available control technology
(BACT) for new sources with 25 lb/day 10 lb/day 10 lb/day 10 lb/day
emissions output as prescribed
' Retrofit Controls (existing stationary
sources)
► Reasonably available control
technology (RACT) for
MODERATE areas (sources > RACT BARCT BARCT BARCT
250 tons/year must apply BARCT)
' ► Best available retrofit control
technology (BARCT) for
SERIOUS and ABOVE areas
Area and Indirect Source Control
Programs (i.e., Air Quality Policy of
General Plan) X X X X
Note: Shasta County is a "moderate" nonattainment area under the California Clean Air Act. State law
[Health and Safety Code Section 40918(g)] requires "bump-up" to a serious classification if ozone
levels are not reduced sufficiently by December 31, 1997 (i.e., no more than three exceedances
per year at any monitor). Shasta County's standard metropolitan population in 1993 was
approximately 161,000 and projected to reach 250,000 in less than 20 years.
ppm = parts per million
VMT = vehicle miles traveled
' 11
B. FEDERALLY MANDATED ACTIONS
It should be reiterated that Shasta County has not been classified as nonattainment for any Federal '
ambient air quality standard, including ozone; but unless improvements are made coincident with the
projected population growth and trend in vehicle miles traveled, violations may soon occur according to
the Air Quality Management District (AQMD). If the standards are exceeded, then the County will be
subject to Federal requirements, which vary in severity of nonattainment, as noted below:
TABLE 6
FEDERAL CLEAN AIR ACT '
MAJOR PLANNING REQUIREMENTS AND MANDATED ACTIONS
Ozote Classification
Marginal Moderate'; Serious Severe Extreme
-XXXXX12-.14' .14 16 .16 1$ 18-.28 .28 &
Ppm Rpm Ppm ppm uP PPm '
Mandated Date to Achieve Attainment 1993 1996 1999 2,00720IG
SOME OF THE CUMULATIVE MANDATED ACTIONS: e
Maintain a comprehensive emissions inventory X X X X X
New and modified sources require emission 1.1 to 1 1.15 to 1 1.2 to 1 1.3 to 1 1.5 to 1 '
offsets
Demonstrate voc emissions reduction of ,
15 percent for first six years from baseline X X X X
Clean fuel fleet required X X X
Demonstrate voc (3 percent) emissions X X X '
reduction each year
Employers must reduce work related to vehicle
travel through commute options X X
Transportation control measures must be
adopted which include economic incentives to X
not use vehicle
Boilers which produce 25 tons/year of
emission must burn clean fuels X ,
ppm = parts per million
voc = volatile organic compound e
12
III. RELATIONSHIP OF AIR QUALITY ELEMENT TO OTHER LOCAL
AND REGIONAL PLANS AND FEDERAL TRANSPORTATION FUNDS
Several recent State and Federal laws have caused the development of local plans which must be
consistent with laws dealing with land use, traffic congestion, and air quality. This chapter provides an
abbreviated summary of these plans and laws so that the reader can better understand that air quality
' planning is more than an isolated single-purpose planning activity of a local agency. Appendix "C" at
the conclusion of the report provides a comparison of excerpted goals of each plan.
' A. CONGESTION MANAGEMENT PLAN (CMP)
Thirty-one counties in California are required to adopt congestion management plans (CMPs) in order
to qualify for additional State funds under Proposition 111, the gas-tax increase passed by the State's
voters in 1991. Together, the 31 CMPs represent the largest vehicle trip-reduction effort ever undertaken
in the State and perhaps the country.
The CMP program calls for all urbanized counties to create trip-reduction plans; subsequently, cities are
required to adopt trip-reduction ordinances in conformance with the County's plan. Local governments
whose CMPs do not meet approval of the California Transportation Commission face the loss of State
transportation aid as well as "ISTEA," or Federal transportation funds. For reference purposes, ISTEA
stands for Intermodal Surface Transportation Efficiency Act.
CMPs represent a direct link, which has never been done before, between land-use and air quality
policies. The County CMP only affects the highway network and principal arterials as opposed to
local arterials and streets. For developers and local governments, CMPs will create a new layer of
transportation planning. Although developers already prepare traffic-impact studies and EIRs,they may
now be asked by local agencies to prove that their projects will not worsen the traffic regionally or
adversely affect air quality.
Under the terms of Proposition 111, each CMP must contain five elements: standards for traffic levels
on designated streets and highways; coordination of public transit, including routing and frequency; trip-
reduction strategies, including transportation alternatives; a program to measure the regional impact of
development; and a seven-year, capital-improvement program.
' With regard to consistency, the County's CMP must be consistent with the County's Air Quality
Attainment Plan (AQAP). In this sense, the County's AQAP controls the CMP. Since the City's air
quality element implements a portion of the County's AQAP, it too must be consistent with the CMP,
particularly as it relates to policies affecting air quality, the balance of housing and jobs relative to the
1 highway network, and the expansion of transit.
Two implementation measures that must be consistent and measurably effective are the trip-reduction
' ordinance and employer trip-reduction rule. The County's CMP requires that each city must adopt
separate and consistent trip-reduction ordinances that help decrease congestion and maintain acceptable
levels of traffic flow on the highway and arterial network. The employer trip-reduction rule applies
countywide and is enforced by the County AQMD. This rule requires businesses with 100 or more
employees to implement a program that encourages employees to reduce single-occupancy vehicle
commuter trips. The law requires that the trip-reduction ordinance must not increase or make air quality
' conditions worse, even if the measure decreases traffic congestion.
' 13
eB. TRANSPORTATION CONTROL MEASURE PLAN (TCM)
' This plan is a component of the County's AQAP and has five major programs:
P. Traffic Flow Improvements
► Transit Improvement Program
'
P. Employer-Based Commuter Reduction
P. Indirect Source Review
► Public Information Program
' The first two TCM programs involve transportation system management programs and expanded
transportation improvement programs. These efforts include programs for parking management, car
' pooling, road and traffic-flow improvements, increased use of transit,bicycle and pedestrian accessibility,
and park and ride facilities. The key to the air quality success of these programs is in either increasing
the efficient use of motor vehicles or finding desirable substitutes to their use.
Commuter travel produces one-quarter of the County's total on-road transportation emissions. It is the
objective of the TCM Plan's commuter reduction program to get major employers to reduce commuter
vehicle miles traveled per employee.
Indirect source review programs—the subject of this air quality policy—involve development projects that
generate or indirectly attract mobile air emissions. The objective of an indirect source review TCM is
to reduce indirect sources of emissions from new or modified development projects by reducing the
pollution volume or altering the critical time when emissions are released and have the most impact on
air quality.
Finally, an important part of encouraging the County's TCM planning is through public information
programs about the air quality benefits associated with using transportation more efficiently.
C. CITY GENERAL PLAN ELEMENTS
State General Plan guidelines for the Conservation and Open Space, Land Use, and Circulation Elements
touch upon several areas of air quality planning which must be addressed if the four elements are to be
internally consistent and mutually consistent with the County's AQAP. For example, if a revised land-use
plan substantially alters the amount of land reserved for residential use, original assumptions must be
revisited. When this occurs, projections should be revised accordingly. Conversely, if new growth
projections exceed assumptions used in the County's AQAP, the impact on regional air quality should
be evaluated and additional measures developed to maintain consistency with the County's AQAP.
General Plan guidelines also require that air quality impacts of the Conservation and Land Use Elements
be addressed as well as measures that will reduce air quality impacts of motor vehicle trips. The
' guidelines suggest that this be accomplished by:
► Estimation of air quality impacts of projects
► Analysis of air quality trends
' ► Assessment of existing air quality
► Estimation of air quality impacts of motor vehicle trips generated by land-use changes and new
thoroughfares
With regard to the Open Space Element, Government Code Section 65560(b)(4) calls for the
establishment of open-space policies and programs designed to protect "open space for public health and
safety, including, but not limited to . . . areas required for the protection and enhancement of air
14
quality." The State's General Plan guidelines suggest that potential impact of project alternatives on air ,
quality be studied.
Finally, the guidelines cross-reference the requirements of the California Environmental Quality Act, ,
which requires that significant adverse environmental effects of proposed projects and alternatives be
analyzed and mitigation measures be developed to reduce air quality impacts to less than significant.
D. SHASTA COUNTY GENERAL PLAN AIR QUALITY ELEMENT
Shasta County has adopted an Air Quality Element of its General Plan. The element is intended to
substitute as an indirect source control program which is a requirement of the County's AQAP. It is
important that the City's air quality policy be coordinated with the County's Element since both
accomplish the same purpose.
The County's element contains many noteworthy objectives and policies. The element references that
the Air Quality Management District (AQMD) should coordinate the development of the list of BAMMs '
for development projects to be adopted by cities and the County. This will ensure that there is a level
playing field for developers between city/county jurisdictions.
Another critical policy that must be coordinated is the threshold of air quality analysis for development '
projects. The planning jurisdictions within the County should have comparable environmental analysis
thresholds included in their air quality elements and policies. The County references the need for such
coordination as noted in the attached list of policies in Appendix "C." '
E. SHASTA COUNTY REGIONAL TRANSPORTATION PLAN (RTP)
Aside from fulfilling the above Federal and State legal requirements regarding traffic planning for the ,
County's highway network, the RTP is a coordinated approach to meeting the transportation needs of the
County, the State, and the cities of Redding, Anderson, and Shasta Lake. The RTP and the Regional ,
Transportation Improvement Program (RTIP) represent a transportation plan and improvement program
with specific projects for a five-year, short-range period. The RTP presents regional goals, objectives,
and policies. It discusses issues, needs, alternatives, and impacts. The RTP serves both as a decision-
making tool and a future guide to regional transportation planning and programming in the County,
including the development of short- and long-term plans for transit. It is important to note that a finding
of consistency with the RTP is a prerequisite for approval of all regional transportation programs and I projects. The RTP contains several air quality policies as listed in Appendix "C."
F. IMPACT OF AIR QUALITY LAWS ON TRANSPORTATION FUNDS (ISTEA)
When the Intermodal Surface Transportation Efficiency Act (ISTEA) was signed into law on
December 18, 1991, the Federal government affirmed its commitment to a balanced investment in
transportation and air quality goals of the nation.
Both the ISTEA of 1991 and the Federal Clean Air Act Amendment of 1990 impose new planning
requirements on metropolitan areas and states. States and local agencies now need to cooperate closely '
in spending ISTEA funds to integrate transportation investments with Clean Air Act requirements.
Metropolitan planning requirements are not new in Federal transportation law, and Federal funds have
been available for both metropolitan and State planning in the past. However, ISTEA creates a
framework in which planning is focused on overall mobility, community, and State air quality goals
rather than on capital investment. ISTEA requires planning at the State level for the first time and
introduces financial considerations which increase the likelihood that metropolitan and State plans will
be fully implemented.
15
' Highway and transit legislation is renewed every four to five years. This act expands the transit and
highway trust funds collected from the Federal 14.2-cent-per-gallon gas tax and defines primarily the
' highway and transit program. Nationally, the total funding of about $155 billion will be available for
the six-year period the act covers from October 1, 1991, to September 30, 1997. For 1993, the County's
share of these funds was $5 million. Congress is expected to renew the multibillion dollar ISTEA bill
at the end of 1997.
There is nothing strictly punitive in ISTEA, but if the County's overall transportation system is making
air quality problems worse, then the Federal Clean Air Act requires the U. S. Department of
Transportation to withhold Federal matching funds from road and sewer projects in metropolitan areas
that have not attained the ambient air quality standards of the act. Essentially, ISTEA is the "carrot" and
the Clean Air Act is the "stick."
' The "carrot and stick" approach to regional planning requires that city and county agencies work
cooperatively to decrease traffic congestion and improve the quality of the air; otherwise, there is a real
possibility of jeopardizing millions of dollars in funds which are needed to accommodate the infrastructure
needs and growth of the region.
G. SUMMARY RELATIONSHIP OF TRAFFIC AND AIR QUALITY PLANNING
' COORDINATION AND CONSISTENCY REQUIREMENTS
The figures on the following page depict the change in managing air quality and traffic congestion on the
County's highway network based on the requirements of the Congestion Management Plan
(Proposition 111) and the County's AQAP.
The key difference is that local agencies are now required to meet certain threshold requirements for air
quality and traffic congestion. This mandate must be accomplished by making local General Plans and
the RTP consistent with the CMP. The CMP must be consistent with the County's AQAP.
The CMP must not let the level of service of the County's State-highway network fall below Level of
Service "E" or reach a point of failure. The County's AQAP must work to produce no net gain in air
pollution emission; and in fact, local County Governments must try to reduce air pollution levels by
applying the "Best Available Mitigation Methods" using the "Best Available Technology."
The CMP requires annual traffic monitoring of the cumulative effects of all projects as does the County's
' AQAP. Both plans require mitigation of effects if deficiencies are identified.
The figure illustrates that if the goals of the plans are not met, then State and Federal (ISTEA) funds for
' the highway network and local arterial streets and transit may be withheld. Both plans also make it easier
for the courts to impose moratoriums on development. If monitoring by the Regional Transportation
Planning Agency and/or the Air Quality Management District demonstrates threshold violations, then
' additional and more expensive mitigation measures may be imposed on local agencies as well as project
developers.
' In short, local agencies in our air basin must now be very careful of how air quality and traffic congestion
are affected by development—directly, indirectly, and cumulatively.
16
LEGISLATIVE RESPONSIBILITIES OF
MANDATED MANAGEMENT OF AIR QUALITY
------ --- - AND TRAFFIC CONGESTION ON THE
STATE AIR COUNTY'S HIGHWAY NETWORK
RESOURCES
BOAR® ---------AIR QUALITY
----
MANAGEMENT DIST.
STAFF (AIR POLLUTION f CALIFORNIA
CONTROL OFFICER)
SHASTA COUNTY L-- -- _ __ _ __ _- TRANSPORTATION
T Y
AIR POLLUTION COMMISSION
CONTROL BOARD
(COUNTY BOARD OF jm* CONSISTENT — ----- -- ---— — -- --- -— ---
SUPERVISORS) SHASTA COUNTY
--- -- AIR QUALITY CONGESTION
ATTAINMENT PLAN MANAGEMENT
- ---
PLAN (CMP)
---- . . ... . . . . . . . . REGIpNAL
RETRANSPORTATION
SHASTA COUNTY DUCE:TRAFFIC ® PLANNING AGENCY (RTPA
BOARD OF ' : : : . . . . . . . . . . . . . & CMA)
EFFIECT CONGESTION :
SUPERVISORS ON :HWY :NETWORK : : : EFFE11T
RTPA IS MADE UP OF:
& w ® & ® 3 COUNTY SUPERVISORS,
CITY COUNCILS OF ® REDUCE:VE:HICLE 2 REDDING COUNCIL.
ANDERSON REDDING z . . . .zMa58I0NS � MEMBERS,
01 ANDERSON COUNCIL
AND SHASTA LAKE AND POLLUTION:
FROM I:ANDLISE MEMBER &
® 1 RABA MEMBER
. . . . . . . . . . . . . . . . .
SHASTA COUNTY
REGIONAL_
CITY AND COUNTY 'TRANSPORTATION
LO CAL AGENCY GENERAL PLANS PLAN (RTPA)
PLANNING
COMMISSIONS MUTUALLY
CONSISTENT
EFFECTS OF MANDATED MANAGEMENT
OF COUNTY AIR QUALITY AND TRAFFIC CONGESTION
ON CITIES AND COUNTIES
MUST BE CONSISTENT
REGIONAL
EFFECT SHASTA COUNTY
CONGESTION
MANAGEMENT
PLAN (CMP)
SHASTA COUNTY
AIR OUAUTY J�`4 REDUCE TRAFFIC:;:
0::::.
ATTAINMENT PLAN �- :...CONGESTION:;:;.;::;: :'yo �- W
.'.'.'.'.'.'.'.'::.':.'.'.'.':.'.'.':.'.'.: ®W
REGIONAL :REDUCE VEHICLE.......
EFFECT OF STANDARDS:•:': '.:...::EMISSIONS -�
.. .. . .
.. .. .
W W
... .......
® N
>
;•;; :REDUCED AIR POLLUTIOy a
:.FROM LANDUSE:;::':'::. ...!Q = c z
SOURCES;.::'::.::':':':':'::'::' ':': � o
H :.:.:.......
®�y
N
REGIONAL TRAFFIC PLAN FOCUS SHASTA COUNTY
o IMPROVEMENTS OF HWY. REGIONAL TRANS.
IF NETWORK AND TRANSIT PLAN (RTPA)
La N La SYSTEMS
2 Z
H O_
3 O
�+ LOCAL STREETS FOR TRAFFIC r
c AND LANDUSE GROWTH a
FOCUS Ulw
�az
O DC N
� U
E
�M-j CITY / COUNTY MUST BE
' z ztn GENERAL PLAN
Z gC
-- STATE AND FEDERAL
FUNDING FOR LOCAL
HYWS, STREETS AND
TRANSIT, ALSO AFFECTS
' LOCAL PRIVATE PROJECTS
GENERAL PLAN DENSITY
'
SHASTA COUNTY & CITIES
' IV. EMISSION INVENTORY, OZONE TRANSPORT,
AND EMISSION REDUCTION SCHEDULE
A. EMISSION INVENTORY(PAST CONDITIONS)
The California Clean Air Act (CCAA) requires that nonattainment districts like Shasta County achieve
' a 5 percent annual reduction in emissions of nonattainment pollutants until the State ambient air
quality standards are met. The benchmark for this reduction standard is the 1987 Emission Inventory,
which is documented in the district's Air Quality Attainment Plan.
The table below summarizes 1987 emissions for Shasta County and indicates that about 35 tons of
ROG and 35.6 tons of NO,, were produced each day. For 1987, the County had 25 days when ozone
levels exceeded the State standard of .09 ppm and 2 days when the Federal standard of .12 ppm was
exceeded. There were 81 days of hourly exceedance of the State standard and two days when the
Federal standard was exceeded for one hour.
' TABLE 7
NORTHERN SACRAMENTO VALLEY AIR BASIN SHASTA COUNTY EMISSIONS
__
' Summary of 19$7 Emissions by Maior.Source Category - Tons per Day.(TPD)
...Source Category RDG 1VOx
' Stationary Sources
Fuel Combustion .9 5.4
Waste Burning .3 .1
Solvent Use 4.9 .0
Petroleum Processes 2.1 .0
Industrial Processes .0 .2
Miscellaneous Processes .9 .0
' Total StationarySources 10>l 5.7
Mobile Sources
On-Road Mobile 16.2 17.3
Other Mobile 8.7 12.6
Total Mobile Sources
MR ..................... .......... ..........�.....................
' Source: Shasta County Air Quality Attainment Plan.
An understanding of how ozone is produced in the northern end of the valley is important. Aside from
human-produced hydrocarbons, biogenic hydrocarbon emissions are produced by plants. All of these
hydrocarbon emissions are available to react with a small amount of NO,, to form ozone. With vast
forested areas of the north valley, emission reductions of NO,, are preferred over reductions in ROG.
' Table 7 demonstrates that about 71 to 84 percent of total source emissions (NO,, and ROG) are from
vehicles. This is why it is critical to reduce the total number of vehicle miles traveled and cold starts,
which can be accomplished through land-use planning and development of a multimodal transportation
' system.
For PM,o, the County had 10 days in 1987 when the State standard was exceeded. Tables 8 and 9 at the
conclusion of this section show that past emissions for ozone and PM,o have no pattern of increase or
' decrease. The weather(drought)and the current recession have affected the total number of vehicle miles
driven.
1 17
TABLE S
ANNUAL EXCEEDANCES OF DAILY/HOURLY
CONCENTRATION OZONE FOR SHASTA COUNTY
(Parts per Million)
__
State Standard
Year DayslHours >.09 Federal Standard > 12
.... _ _...... _ ...
1988 Days 5 0
Hours 18 0
1989 Days
Hours No exceedance
1990 Days 13 1
Hours 40 1
1991 Days 12 0
Hours 20 0
r1992 Days 10 0
Hours 18 0
' 1993 Days 1 0
Hours 4 0
Source: Shasta County Air Quality Attainment Plan.
TABLE 9
ANNUAL EXCEEDANCES OF DAILY CONCENTRATION OF PM10
State Standard >50 Highest
Year {Ug/M3) >100 (Ug/M3) Measurement
' 1985 5 0 78
1986 2 0 77
1987 10 0 82
1988 4 0 60
1989 10 0 91
1990 4 0 61
1991 8 0 83
1992 4 0 60
' Source: Shasta County AQMD.
B. OZONE TRANSPORT
The California Clean Air Act requires the State to establish mitigation measures for upwind districts
commensurate with the degree of contribution to downwind exceedance of State standards. Since-the
precise degree of transport contribution is not currently known, the State has adopted three qualitative
' categories of transport.
"Overwhelming," "Significant," and "Inconsequential." "Overwhelming" transport refers to the impacts
of transported pollutants or precursors (ROG and NOX) which cause the exceedance in the downwind
area, (i.e., ozone transport from the Sacramento area to Redding). "Significant" transport refers to the
impacts which contribute to the exceedance in the downwind area, (i.e., the exceedance is caused by both
' 18
upwind and local sources). "Inconsequential" transport refers to the impacts which do not contribute to
the exceedance in the downwind area, but are caused by local sources alone.
The mitigation requirements for ozone transport were adopted in August 1990, but have since been changed. There '
are now only two parts to the mitigation requirements for upwind districts: (1) commit to adopt best available retrofit
control technology for permitted stationary sources of reactive organic gas (ROG) and oxides of nitrogen (NO.)
emissions, and (2) where "Overwhelming" transport exists, include sufficient measures in the air quality plans to
ensure expeditious attainment of the ozone standard in the downwind districts. (Source: County Attainment Plan)
As discussed in the County's Air Quality Attainment Plan, transport of ozone and/or its precursors
from the Sacramento area to the Northern Sacramento Valley (including Redding) occurred on at
least 57 of the 63 days when the State's ozone standard was exceeded during 1986 through 1988.
As a result, the ARB staff has concluded that the broader Sacramento area's transport to the Northern
Sacramento Valley was "Significant" on some days and "Inconsequential" on others. In August 1990,
the ARB added the "Overwhelming" classification to describe transport contributions from the broader
Sacramento area to the Northern Sacramento Valley on certain days.
What this means to Redding is that a great deal of ozone transport to the area comes from the broader
Sacramento area of our valley. As a consequence, the State has imposed far greater mitigations on the
Sacramento area than Shasta County to reduce the transport to less than "Overwhelming."
This also means that Redding, its sister cities, and Shasta County must not reduce the effectiveness of '
existing emission-control measures by allowing new land-use activities and development projects to
increase emissions. In short, the best available mitigation measures (BAMMs) of the City's General Plan
and this policy should add to the effectiveness of other rules of the County's Air Quality Attainment Plan,
requirements of the State, and advances in clean fuel and engine technology. If the BAMMs are not
effective in helping to meet the Emission Reduction Schedule discussed below, then the County will be
forced to adopt more restrictive measures by 1997, which include the retrofitting of existing businesses '
with emission-reducing devices and implement measures to increase vehicle occupancy for commuter
trips.
C. EMISSIONS REDUCTION SCHEDULE
Based on the 1987 Emission Inventory, Shasta County must make reductions in ozone precursors (ROG
and NOJ in order to meet the requirements of the California Clean Air Act. The degree that the County
must participate in emission reductions is based on an Emission Reduction Schedule of the County's
Attainment Plan as noted below:
ROG Reductions NOXReductions
Year. (Tons Per;Day) (Tons Per
1994 12.40 13.24
1997 17.71 18.92
2000 23.02 24.60 ,
19 '
' V. FUTURE OUTLOOK
As discussed in the preface of this element, the shape that the metropolitan area of Redding will take
in the next two to three decades will have an important impact on the future of our air quality and
traffic management. Research indicates that land-use strategies can reduce vehicle trips, vehicle miles
' traveled, and the number of engine cold starts.
A. VEHICLE MILES TRAVELED (VMT)
During the past 20 years, total "vehicle miles traveled" have increased twice as fast as the rate of
population growth. We are driving more often, longer distances, and we also tend to be driving
alone more often. Nationwide, total VMT increased by 82 percent compared to an increase in
population of 23 percent between 1969 and 1990.
In California, the total annual VMT more than doubled between 1970 and 1990, increasing from
115 billion to over 250 billion miles of travel per year. During the same period of time, the State's
population grew by about 51 percent. (Source: State Air Resources Board.)
Starting a vehicle that has not been driven for about one hour produces a significant amount of
tail-pipe emissions because the catalyst in the catalytic converter is not yet warm enough to fully
combust the exhaust gases. These are often referred to as "cold start" emissions. The cold start
typically produced more than one-half of the total emissions from a vehicle trip under 20 miles
in length and 78 percent of the emissions from a trip of 2 miles or less. Reducing the number of
short vehicle trips can thus help reduce emissions from cold starts. (Source: IBID).
The following figure indicates the percentage of personal trips in the State that are five miles or less.
The location and configuration of land use in part determines the distances people travel to reach
employment sites, stores, houses, and other destinations. These factors also influence which mode of
transportation they chose--car, vanpool, bus, walking, or bicycling. (Source: IBID).
' PERSONAL TRIPS THAT ARE FIVE MILES OR LESS
(i.e.55°' OF WORK TRIPS ARE 5 MILES OR LESS)
80
FAMILY& SCHOOL a
a_ PERSONAL SOCIAL SOCIAL,
70 70 RECREATION
J 70 &OTHER
Q
Z 64
O -
LU 60 - WORK
o_
LL 55
O
LZLI 50
U
Ir
WIN
40
TRIP PURPOSE
' SOURCE: STATE AIR RESOURCE BOARD
20
Total vehicle miles traveled in Shasta County have steadily increased, but at a declining rate. The
following figure shows that the biggest increase for the last four years occurred in 1989-90 with a
6.16 percent increase. The declining rate of increase is probably due to the drought and the current
recession, which has affected tourism. It is believed that the VMT for 1992-93 will have probably
increased because of last year's abundant rainfall.
' According to a 1991 report on Shasta County Transportation Control Measures, VMT in Shasta County
is expected to increase by 25 percent by the year 2010. The report further concludes that the State is
stringent on road vehicle emission standards, and the attrition of older less efficient vehicles will result
in a decrease in the average emissions per VMT. This may produce a decrease of 35 percent in ROG
between 1992 and 2010, but NO,, emissions are only expected to decrease moderately through the year
2000 when no further technological improvements are expected. (Source: Transportation Control
Measures Plan for Shasta County, by Jacobs Engineering Group, Inc., Santa Barbara, 1991).
This means (according to the report) the County would be able to achieve the 1994 target reduction of
fROG by doing nothing. This is the effect of improved emissions in vehicles even with population and
growth in VMT. The report further notes, however, that even with no growth after 1992, the County
would not be able to achieve the NO,, reduction target, which points to the need for transportation control
measures of this element.
The State Air Resources Board has suggested that districts categorized as "moderately" polluted with
ozone can judge the annual progress toward meeting the 1997 deadline for attainment by reducing the
annual growth rate in VMT to 50 percent of the VMT growth in the 1980s. For Shasta County, this
means the annual growth in VMT should not exceed 2.8 percent. According to Caltrans, the average rate
for VMT over the last three years (1989-92) has been 3.42 percent, which is not within the State's
suggested performance standard. Once the recession is over, the rate will probably assume an average
of 4 to 5 percent.
SHASTA COUNTY VEHICLE MILES TRAVELED ON HIGHWAY NETWORK
(IN MILLIONS)
Z 1,040 1.69 %
0 2.43 % INCREASE
— 1,020
.. INCREASE
w 1,000 6.16 %- - - - - - - - - - - -
w INCREASE
Q 980
Cr
cn 960 ;/;
�
2 940 BASE i
J YEAR
U 920
� 900 � _ � ,
1989 1990 1991 1992
SOURCE: CALTRANS DISTRICT #2
21
Based on traffic computer modeling of the City's General Plan and growth trends, it is forecasted that '
the overall trip length for commuters will increase in the years 2000 and 2010. This projection assumes
that there is significant investment in transportation infrastructure;otherwise,the trip length will increase
dramatically.
AVERAGE TRIP LENGTH FOR REDDING
YEAR 1990, 2000 & 2010 ,
14 13.6
1990
13 12. 12. '
2000
12 11.7 2010
11
11 0-6. 10.5
10 10
10 j 9.5 X9.6
9 9 8.6 8.5 �.
8 8 8.177
7 M/ 7
�O
O QQ�� '�1` O O
O O J�
40 C6 o Q�,110 �Q o P��P
�. qo0, R o o�� OJ�P
CITY OF REDDING TRAFFIC MODEL
B. AIR QUALI'T'Y AND THE COST OF SPRAWL
Less costly land prices in fringe areas of most metropolitan areas, including the fringe areas of Redding,
have helped to disperse development patterns and reduce overall regional densities. This pattern of
growth has generally resulted in longer travel distances and increased reliance on vehicles for personal
mobility and decreased air quality.
Also, large areas of low-density housing generally cannot justify or support effective levels of transit
service. The minimum density threshold for minimal local bus service to residential areas is between four
and six dwelling units per acre. At or above seven dwelling units per acre, bus service may be improved
to one-half hour from one-hour headways if this density is clustered and/or maintained over a large
enough area to provide sufficient ridership.
Clusters of medium-density residential areas that average 7 to 15 dwelling units per acre can generally
support frequent local bus service. If such densities are maintained over a large enough area, with good
pedestrian accessibility, then light rail transit service may also become feasible. (Source: The Linkage
Between Land Use, Transportation, and Air Quality; State Air Resources Board, June 1993.)
All this points to the need for local and regional planning that avoids sprawl. Aside from improved air
quality and decreased traffic congestion, the benefits of less sprawl mean less cost to City residents. The
22 '
degree that the County and the metropolitan area of Redding have fostered dependency on the automobile
is illustrated by the following chart on transportation modes. The chart also indicates little investment
in land-use and multimodal transportation planning.
METHOD OF TRANSPORTATION TO AND FROM WORK
' FOR REDDING AND SHASTA COUNTY
100
85.685
� eo
U60 DREDDING
Cr 40 0SHASTA COUNTY
a
20 // g 10
/ 0.9 0.6 0.9 0.6 2.3 2.8 1.3 1
0 ��. & SNA, v�
J�P�O GPQQO 4�� �\G.yG
OQ� G
QJ
SOURCE: 1990 FEDERAL CENSUS
Development costs vary with lot sizes, distance to central facilities, proximity to existing development,
community demographics, existing service capacity, and the requirements of local codes and standards.
Yet, numerous studies dating back to 1955 all point toward a similar conclusion—sprawl is a significant
burden on both home buyers and taxpayers.
While on-site development costs (sidewalks, sewer laterals) are passed on to buyers by developers as part
of the price of the home, sprawl-related costs that are off site (trunk sewers, water mains, schools, fire
stations, treatment plants, widening roads) are another story. While the City is charging impact fees to
developers for hooking up to community infrastructure, it is frequently the case that the full costs of off-
site infrastructure (including ongoing maintenance) go unpaid and, as a result, everybody pays—
indirectly. (Source: "The Cost of Sprawl," Pas Memo,American Planning Association, Pebruary 1993).
For example, when new developments are built far from the water and sewer treatment plants or schools,
they create higher incremental or "marginal" costs for adding new sewer collection Eystem capacity or
operating school buses. By contrast, the marginal cost of new development closer to existing services
or facilities is lower. However, because costs currently are evenly distributed amon„ all users by
average-cost pricing, those who live farther away pay proportionately less. As a result, some users
subsidize other users. Also, it should be noted that the funding for road maintenance is from gas tax and
the City's General Fund and the long-term availability and adequacy of the funds relative to the expansion
of the street system cannot be guaranteed.
C. FUTURE TECHNOLOGICAL ADVANCEMENTS IN TRANSPORTATION
Potential advancements, clean-burning fuels, and electrical vehicles (EVs)hold great promise in meeting
emission-reduction requirements, beginning in about 20 years. Other auxiliary potential improvements
23
include compressed natural gas vehicles; electric buses powered by in-road, guide-rail paths; and light-rail
(electric) multiple-unit commuter systems. While the electrical car has the greatest potential for
addressing air quality issues, its omnipresence on roads and general public acceptance parallel to that of
the combustion vehicle is probably many years away.
Currently, the cost in electrical vehicles is about$20,000 to $60,000 and the range is about 50 miles (top
speed 65 mph) with five to eight hours for a recharge. It is anticipated that EVs could have a range of
150 miles on a single charge by the year 2013. Even if the cost through mass-production is lowered, the
infrastructure requirements for nationwide service would have to be in place. In the meantime,
EV research is being done on a flywheel as an electro-mechanical device, on EV fuel cells, and on '
advanced EV batteries.
Motorists take for granted the infrastructure that supports the nearly 190 million gasoline-powered cars
on the road today. There is a gas station at almost every major commercial intersection; mechanics
armed with hi-tech equipment can fix problems; and if they want, owners can change their own oil in the
driveway.
This sophisticated system did not happen over night. It evolved over many years. It is believed that
motorists are not going to abandon their current combustion vehicles and this support system without just
cause.
The electrical-vehicle operator must have the assurance that the infrastructure to support the operation,
maintenance, and servicing of electric vehicles is in place when the transition to electrical vehicles is
made. Broadly defined infrastructure for electrical vehicles includes techniques and equipment used to
recharge the electric vehicle, service and maintenance training for mechanics, and development of safety
protocols for rescue personnel responding to accidents involving electrical vehicles. (Source: "Parking
Magazine, The Electrical Car: The Next Transportation Revolution," July/August 1993).
Speaking of the near future, California clean air laws require that 2 percent of all new cars sold in 1998
(40,000 vehicles) be zero-emission vehicles; and by 2003, that figure jumps to 10 percent (200,000 new
EVs each year). Based on this, motor car makers may offer EVs as early as 1995; and with new
advancements and State and Federal incentives for new buyers, EV dominance as a commuter vehicle
could occur sooner than anticipated.
Consumer acceptance is being courted by a partnership among the Federal government, General Motors
(GM), and electric utility districts. The partnership calls for 1,000 EVs to be test-driven in various states
throughout the nation. Sacramento's Municipal Utility District (SMUD) has struck a deal with GM to
test drive 30 EVs in 1994 with the hope of securing an EV manufacturing plant in that city. Other
participating California cities include Los Angeles, San Diego, and Santa Monica.
If everything goes as hoped and market forces respond favorably, then most households in California and
Shasta County could have at least one EV for short (day-long) commuter trips totaling 30 to 50 miles by
the year 2013, which would solve much of the pollution problem caused by cold combustion engine
starts. The problem is that there will be significant traffic gridlock caused by too many combustion
vehicles and EVs unless the approach to traffic and land-use planning changes.
All of this points to the long-term need to reduce VMTs for any type of vehicle including combustion
vehicles and possibly EVs, to reduce the number of cold engine starts, to increase the occupancy of
commuter vehicles, and to increase development of multimodal transportation—none of which can occur
without proper land-use planning, funding for infrastructure, and public acceptance.
24
VI. ISSUES, GOALS, POLICIES, AND IMPLEMENTATION
A. COMMUNICATION, COOPERATION, AND COORDINATION
ISSUE:
AIR POLLUTION IS A COMPLEX PROBLEM WITH MANY POTENTIAL INEQUITIES. ALL LEVELS OF
GOVERNMENT ARE RESPONSIBLE FOR SOLVING SOME PORTION OF THE PROBLEM. OFTEN THE
' RESPONSIBILITIES OF ONE LEVEL OF GOVERNMENT OVERLAP WITH ANOTHER. IN ORDER TO
DEVELOP EFFECTIVE PROGRAMS AND REDUCE POLLUTION EMISSIONS, EFFECTIVE COMMUNICATION,
COOPERATION, AND COORDINATION ARE VITAL. THE PROBLEM OF COOPERATION IN THE AREAS OF
LAND-USE AND TRANSPORTATION PLANNING IS HAMPERED BY THE CONCERN THAT ADJOINING
JURISDICTIONS WILL NOT COMMIT TO MUTUAL RESTRAINTS WHICH MAY RESTRICT LIFESTYLE
CHOICES, ECONOMIC GROWTH, AND URBAN EXPANSION.
GOAL 1:
EFFECTIVE COMMUNICATION COOPERATION AND COORDINATION IN DEVELOPING AND
IMPLEMENTING COMMUNITY AND REGIONAL AIR QUALITY PROGRAMS.
(Discussion: The environmental assessment process required under the California Environmental
Quality Act [CEQA] is by far the most important tool for local government to communicate with
other agencies and the public the importance of air quality impacts of development. Strong and
consistent application of CEQA can make a significant difference in project level air quality impacts.
Each jurisdiction is responsible for ensuring that CEQA is mutually complied with.)
OBJECTIVE IA: TO ACCURATELY DETERMINE AND FAIRLY MITIGATE THE LOCAL AND REGIONAL AIR
QUALITY IMPACTS OF PROPOSED PROJECTS.
Implementation Strategy:
► The goals and objectives of this element can only be achieved if there is adequate funding for the
increased responsibilities of the Planning Department imposed by the California Clean Air Act,
congestion management legislation, and the County's Air Quality Attainment Plan.
Policy 1 (Air Quality Analysis)
The City will require an air quality impact analysis using the recommended methods promulgated by the
Air Quality Management District (AQMD) for all projects that are subject to CEQA review and which
exceed emissions thresholds established by the AQMD.
Implementation Strategy:
► The City will follow the air quality analysis processing procedure illustrated in the flow chart at the
conclusion of the element and as discussed in Chapter VII.
�, ► Participate with the AQMD in developing and refining existing countywide emission thresholds and
procedures for performing air quality impact analysis. These methods are set forth in Chapter VII
of this element.
► To meet emission thresholds of Chapter VII, the following standards shall apply to each proposed
project as explained in Section I of Chapter VII:
25
1. If the proposed use does not exceed Level "A" emission thresholds, then the use must at least
reduce emissions by 20 percent by applying BAMM(this standard addresses the need to mitigate
the cumulative impacts of individual small projects).
2. If, after applying BAMM, the use still exceeds Level "A" threshold, then the use must at least
achieve a minimum emission reduction of 20 percent with BAMM.
3. If, after applying BAMM, the use still exceeds Level "B" threshold, then a minimum of
25 percent of the unmitigated emissions exceeding 137 pounds per day must be offset by reducing
emission from existing sources of pollution; otherwise, an EIR is required to fully address air
quality impacts, emissions, mitigations, and project alternatives. The EIR must also address the
reasons why the emission offsets should be waived based on potential overriding considerations
(as permitted) and CEQA.
Since Level B threshold will probably only be triggered by large General Plan
amendments as opposed to development projects, it is important that programmatic
mitigations be made part of the amendment so that the cumulative impacts of discretionary
and nondiscretionary projects are mitigated.
4. If, after applying BAMM to the proposed project, the calculated emissions still cannot at least
achieve a 20 percent reduction of Level "A" threshold and the City has determined that all
feasible and best available mitigations have been applied, then the City may adopt a mitigated
negative declaration.
Policy 2 (Report on Cumulative Air Quality Impacts)
The City Department of Planning and Community Development will submit a report to the Planning
Commission for approval which identifies the cumulative transportation and air quality impacts of all
General Plan amendments approved during the previous year in the Annual General Plan Status Report.
1 Implementation Strategy:
► Continue to improve the City's traffic model that tracks changes in land use by traffic analysis zone.
Work with the AQMD in performing air emissions modeling on the cumulative land-use changes.
Policy 3 (Tracking Program for Cumulative Air Quality Impacts)
The City will establish an information program for decision makers that tracks the cumulative emissions
of all approved projects so there is a relative understanding of the impacts of small and large projects as
well as proposed projects. This will help decision makers judge the proportionate share of air quality
mitigation cost based on project size and emissions output.
Implementation Strategy:
► Work with the County and the AQMD to establish a uniform tracking program similar to the
procedure discussed in Chapter VIII, Section "I."
Policy 4 (Uniform Air Quality Assessment Guidelines)
The City will support the development, refinement, and use of uniform air quality impact-assessment
guidelines that will provide standard criteria for determining significant environmental effects, that will
provide a uniform method of calculating project emissions, and that will provide standard mitigation
measures to reduce air quality impacts.
26
I�
Implementation Strategy:
► Work with the AQMD and other local planning agencies to implement standards that are uniform
throughout the County and possibly our air basin as directed by the Air Pollution Control Board.
(Discussion: Coordination and cooperation are embraced by all, but we seldom achieve effective
coordination and cooperation in government programs. Competitive and adversarial relationships between
agencies have proven counterproductive. Working together for a common interest can multiply the
resources available to accomplish air quality goals and preserve Federal and State transportation funds.)
OBJECTIVE IB: TO COORDINATE LOCAL AIR QUALITY PROGRAMS WITH REGIONAL PROGRAMS AND THOSE
OF NEIGHBORING JURISDICTIONS.
Policy 5 (Uniform Countywide Air Quality Programs)
The City will coordinate with other jurisdictions in the County to establish parallel air quality programs,
application of CEQA, and implementation measures (trip-reduction ordinances, wood stove ordinance,
and indirect source programs, etc.).
Implementation Strategy:
► Be involved in the rule development process by designating a City staff representative to work with
the AQMD.
(Discussion: This policy seeks to promote a level playing field for all jurisdictions in the County. Also,
large employers prefer uniform programs so compliance is the same at all employment sites.)
Policy 6 (Review Projects in Other Jurisdictions)
The City will notify and request comments from neighboring cities and the County and affected agencies
during review of General Plan amendments involving two acres or more and other significant
discretionary projects which may affect the adjoining jurisdiction.
Implementation Strategies:
► Create a positive environment that allows and encourages staff members to keep up with activities
in neighboring jurisdictions and regional agencies. This should be accomplished by sending
representatives to appropriate meetings,by contacting counterparts in other agencies when developing
programs, and most important, by active participation in regional programs. This program can be
funded from the air quality vehicle surcharge grant program on vehicle license registration and
funding from the Intermodal Surface Transportation Efficiency Act (ISTEA).
► The City should develop internal procedures to ensure that all affected jurisdictions and agencies are
notified of development proposals in accordance with State law. When another agency notifies the
City of a pending project, the City should examine air quality related issues such as the following:
1. Congestion on roads (i.e., levels of service) from increased traffic caused by the project.
2. Projected need for deficiency plans.
3. Effects on the viability of transit and pedestrian-oriented developments (i.e., approval of a low-
density development on the same transit corridor could reduce the ability of the transit provider
to provide reasonable headway).
27
4. Failure of the other jurisdiction to require the construction of a segment of a bikeway planned
in the Regional Bikeway Plan.
5. Proposed circulation amendments that may restrict traffic flow to or from the City or that
increase urban sprawl.
(Discussion: Transportation planning has emphasized the construction of new roadway capacity to reduce
congestion and to meet the needs of development. Air quality legislation now mandates all transportation
plans to consider air quality. This new emphasis requires land-use and transportation plans to create
patterns of development and transportation infrastructure that reduce the need for new capacity and
improves air quality.)
Policy 7 (Comprehensive Land Use, Transportation, and Air Quality Planning)
The City will integrate land-use, transportation, and air quality planning to make the most efficient use
of public resources and to carry out the policies and goals of this element. This effort should result in
a clear vision of what the City should look like in the next 20 years.
Implementation Strategy:
P. The vision planning process shall begin in fiscal year 1994-1995. The City should encourage other
county jurisdictions to embark on a similar vision planning process that parallels the air quality
management strategies of this element.
► The comprehensive update of the Circulation Element of the General Plan shall begin in 1994. The
Circulation Element should reflect the goals of the adopted Air Quality Element.
► Ensure that a comprehensive update of the Land Use Element occurs during or following the update
of the Circulation Element. It may require revision of the previously adopted Air Quality and
Circulation Elements to bring all elements into internal consistency with one another.
► Ensure that the City adopt a budget beginning fiscal year 1994-1995 for the three foregoing
strategies.
► The City should establish precise zoning districts once a land-use pattern is finalized for property to
reflect the long-term policies of the Air Quality, Circulation, and Land Use Elements and other
policies of the General Plan.
(Discussion: The goals of air quality management need to be included in the Land use and Circulation
Elements or they could be compromised by conflict and the lack of support. The City's neighborhood
plans should be integrated by a comprehensive update of the Circulation and Land Use Elements that
incorporate the recommended strategies of the Air Quality Element. Precise zoning should be established
following the General Plan updates. This can reduce the need for planning permits because land-use
constraints and environmental issues can be addressed by conditions built into the zoning district
designations. Knowing planning requirements up front builds confidence in the planning process and the
General Plan because it can remove some of the gamble and uncertainty associated with long-term real
estate investment and lessen some of the frustration associated with obtaining approval and financing for
a project. Fewer speculative requests for land-use changes and planning permits will also make the job
of the Public Works Department and the Planning Department officials easier because it will firmly
establish long-term densities and planned capacities for the City's infrastructure,thus conditions of zoning
may include constraints that provide for such planned infrastructure and air quality/transportation land-use
standards that embrace the goals and strategies of this element.)
28
Policy 8 (Regional and Local Plan Consistency) �.
All City submittal of projects to be included in regional transportation plans (Regional Transportation
Improvement Plan[RTIP], County's Congestion Management Plan[CMP], etc.)should be consistent with
the goals and policies of this General Plan Element.
Implementation Strategy:
► Analyze project submittal for consistency. Examples of inconsistent projects are a road-widening
project that does not consider transit, bicycling, and pedestrian needs along the route or an
intersection signalization project that does not involve the installation of signal actuators that can be
activated by bicyclists or pedestrians.
(Discussion: This policy attempts to tie the regional transportation planning process back to the General
Plan. The concept behind this policy is that projects funded by the RTIP and CMP process have a
profound impact on where development will take place and what its composition will be.)
Policy 9 (Transit Planning)
The City should consult with transit providers to determine project impacts on long-range transit plans
and ensure that impacts are mitigated.
Implementation Strategy:
► Consult with transit providers during the CEQA process to determine the impacts of development
projects on the transit system and require developers to mitigate those impacts.
Policy 10 (Consolidation of Transit Services)
The City should continue to support the upgrading and consolidation of transit services within the
metropolitan area to maximize the efficiency of transit services while minimizing the costs of transit
services. This policy would also apply to small transit providers serving special groups like seniors.
Consolidating these services can increase ridership per vehicle and reduce miles traveled.
Implementation Strategy:
► Encourage the Regional Transportation Planning Agency to include transit consolidation policies in
the Regional Transportation Plan, which also calls for the upgrading of services to include
comfortable transit stops, express services, and modern equipment to help increase ridership and
reduced air emission from transit vehicles.
Policy 11 (Transit and Affordable Housing)
The City should work with the Housing Authority, transit providers, and developers to accommodate the
construction of low-income housing developments that use transit-oriented and pedestrian-oriented design
principles.
Implementation Strategy: To be formed.
(Discussion: Potential funding sources for project design and construction are ISTEA funds, transit
funds, and housing program funds. Developers would primarily be involved in locating the best project
site, and the City would focus on streamlining and assisting in the permit process.)
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GEOGRAPHIC INFORMATION SYSTEMS (GIS)
Understanding the impact of development decisions on air quality and other environmental and
financial concerns is becoming increasingly difficult. GIS can allow City staff and decision makers to
more easily visualize and understand the complex relationships and interactions created when land use
and circulation are changed.
Geographic information systems in conjunction with the City's traffic model can help accurately
forecast potential impacts on public infrastructure. They can also ensure that new development
projects contribute a fair amount to the cost of new infrastructure. Air quality benefits are derived
from the enhanced ability to determine long-term air quality impacts of development and the
appropriate mitigation to reduce impacts.
(Discussion: Policies in this section emphasize a commitment to truly integrate the transportation
requirements planned in the Circulation Element and the land uses planned in the Land Use Element
with air quality policies presented herein. Integrated planning leads to transportation systems that
support all modes of transportation and land-use patterns that encourage the use of alternative modes.
Effective implementation of a fully integrated plan can achieve trip reductions on the order of 10 to
23 percent [California Air Resources Board (GARB) 1993] and commensurate air quality benefits.)
OBJECTIVE IC: TO ACQUIRE THE NECESSARY SOFTWARE TO INTERFACE WITH THE CITY'S GEOGRAPHIC
INFORMATION SYSTEM(GIS)SO THAT THE CITYCANACCURATELY MONITOR AND FORECAST
LAND DEVELOPMENT AND TRAFFIC GROWTH TO DETERMINE THE AIR QUALITY IMPACTS
ASSOCIATED WITH GROWTH AND DEVELOPMENT.
Policy 12 (Support GIS)
The City should continue to support the investment in cost-effective software to use with the geographic
information system technology.
Implementation Strategy: To be formed.
EDUCATION
(Discussion: Without the understanding and support of the general public, employers, and project
developers, local air quality programs cannot be expected to achieve the desired results. Programs to
educate the public on air quality issues are a vital component of a successful air quality program.)
OBJECTIVE ID: TO HELP THE PUBLIC UNDERSTAND THE IMPACT OF INDIVIDUAL TRANSPORTATION AND
LAND-USE DECISIONS ON AIR QUALITY.
Policy 13 (Air Quality Education)
The City should support and participate in the air quality education programs of the AQMD. The City
should assist in educating developers and the public on the benefits of pedestrian and transit-friendly
development.
Implementation Strategy: To be formed.
Policy 14 (New Transportation Technology)
The City should anticipate new technology in transportation so that opportunities are not foreclosed by
relying on old technology.
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Implementation Strategy: ,
► The City will monitor advancements in new technology regarding electric vehicles and cleaner
burning combustion vehicles to ensure that future land-use and transportation systems can easily
interface with the technology when it is available; and where reasonable, the City will pursue the
development of joint-venture projects involving new technology.
PUBLIC FACILITIES/OPERATIONS
(Discussion: City government shall, as much as possible, take a leadership role in implementing
employer-based, trip-reduction programs and fleet operator programs to reduce its own emissions and
to provide a model for the private sector.)
OBJECTIVE IE: CITY GOVERNMENT SHALL, AS MUCH AS POSSIBLE, OPERATE ITS FACILITIES TO SERVE AS A
MODEL FOR THE PRIVATE SECTOR IN IMPLEMENTING AIR QUALITY PROGRAMS.
Policy 15 (Trip-Reduction Programs)
The City will, as much as possible, take the lead in implementing innovative employer-based,
trip-reduction programs by ensuring that employment contracts negotiated with unions are
flexible and allow workers to participate in programs that reduce commute trips.
Implementation Strategy:
► Work with AQMD transportation specialist in identifying affordable innovative employee-based,
trip-reduction programs.
Policy 16 (Replacement of Conventional Fuel Vehicles)
The City should adopt a schedule to replace or convert conventional fuel vehicles with alternative fuel
vehicles as rapidly as feasible based on available funds.
Implementation Strategy: To be formed.
Policy 17 (Teleconferencing and Telework Centers)
The City should support the development of a teleconference center for the community and small
telecommunication work centers in new development. This can be accomplished by working with the
telephone company and other interested public and private agencies, developers, and hotel operators in
developing a multi-user teleconferencing center and small telework centers.
Implementation Strategy:
► Study committee to be formed provided funding for planning and feasibility studies can be obtained
from the AQMD.
B. LAND USE, TRANSPORTATION, AND AIR QUALITY
ISSUE:
MOTOR VEHICLE USE IS THE PRIMARY CAUSE OF EXCEEDING STATE OZONE STANDARDS IN MOST OF THE
NORTHERN SACRAMENTO VALLEY. THE LAND-USE PATTERN AND TRANSPORTATION SYSTEM
DEVELOPED OVER THE LAST 30 YEARS HAS LED TO EVER INCREASING VEHICLE TRIPS AND VEHICLE
MILES TRAVELED. NEW WAYS OF DEVELOPING THE LAND AND MEETING OUR MOBILITY NEEDS ARE
NECESSARY TO REVERSE THIS TREND AND TO IMPROVE OUR AIR QUALITY.
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GOAL 2:
REDUCE MOTOR VEHICLE TRIPS AND VEHICLE MILES TRAVELED AND INCREASE AVERAGE VEHICLE
RIDERSHIP (AVR).
(Discussion: Policies in this section are divided into two main categories: land use and transportation
infrastructure. Land-use policies show a commitment to design future development in ways that
encourage alternative modes of transportation and make the most efficient use of land available for
development to reduce trips and miles traveled. Transportation infrastructure policies demonstrate the
commitment to design and construct our transportation system in ways that promote the use of alternative
transportation modes.)
LAND USE: LAND-USE PATTERN
(Discussion: The existing land-use pattern in the City's planning area could be more conducive to
walking, bicycling, and transit use. Redding cannot possibly match the success that cities like
Portland, Oregon, and Davis, California, have had with bicycle and pedestrian systems because of
lifestyle choices, extreme season temperatures, and topography, but the City can do more than it has.
Most office developments have low employment densities and are often isolated from commercial
services, causing people to drive to eat lunch or to complete errands. In some areas, high-density
residential projects often have little if any commercial development nearby or discourage pedestrian
access to commercial uses with land-use barriers, block walls, and cul-de-sac streets. The most
common single-family lot size of 6,000 to 10,000 square feet leads to population densities (3.0 to
4.0 units per acre) too low to support frequent and direct transit service. The predominant suburban
development patterns force all local trips for shopping, recreation, and school as well as commute
trips onto the arterial street system. This leads to ever wider, more congested arterial streets which in
turn discourage people from walking even when the destination is just across the street.
Policy 18 (Transit and Pedestrian-Oriented Design Guidelines)
The City shall make air quality and mobility prime considerations when reviewing any proposed
change to the land-use pattern. Such consideration shall include, as much as possible, increased
transit and pedestrian mobility. This step shall be part of the CEQA process and apply reasonable
�. Best Available Mitigation Measures (BAMM) to projects that exceed the significance thresholds
promulgated by the Air Quality Management District.
Implementation Strategy:
► Develop comprehensive transit/pedestrian-oriented design guidelines. Identify and designate
appropriate sites for this development pattern during General Plan updates and when developers
propose General Plan amendments. The Planning Department should use air quality analysis
procedures and BAMM procedures recommended by the AQMD and contained in Chapter VII of this
element.
(Discussion: A comprehensive transit/pedestrian oriented program achieves air quality benefits by
creating an environment conducive to the use of alternative modes of transportation. The California Air
�. Resources Board (CARB)estimates that an overall reduction of 10 to 23 percent in regional vehicle travel
can be achieved with a combination of land use, transit, and other mode shift strategies. Mixed-use and
higher-density strategies can achieve 20 to 50 percent reduction in site specific travel and 4 to 11 percent
regionally [CARB 1990]. The wide range of these estimates is due to a large number of factors that can
affect travel mode choice at individual sites. The regional reductions are dependent on the extent of
implementation throughout a jurisdiction. In addition, as these strategies are implemented throughout the
County, potential reductions in site specific travel also become greater.
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Policy 19 (high Density and Transit) t
The City shall, as much as possible, plan high-density development in areas that can be fitted with a
transit system.
Implementation Strategy:
P. Amend the General Plan and the Zoning Ordinance to designate high-density land uses in areas
appropriate for transit and commercial centers.
► Designate high and medium density housing at appropriate sites during General Plan updates and
developer-initiated General Plan amendments.
► Encourage developers to take advantage of density bonus provisions of the Zoning Ordinance for
projects located around transit hubs or nodes on existing or planned transit corridors.
(Discussion: The Institute of Traffic Engineers [ITE] Trip Generation Manual assigns approximately
40 percent fewer trips to apartments and condominiums than it does for single-family housing. To obtain
the greatest trip-reduction potential, high-density housing should be oriented to take advantage of public
transportation and commercial services within walking distance. Strategies to increase density must be
pursued with caution. Apartment projects adjacent to existing residential development frequently arouse
fierce neighborhood opposition. Although traffic generated per dwelling unit is significantly less, the
greater number of units may still have adverse traffic impacts. The ability of public facilities to absorb
increased demand for services must also be considered.)
Policy 20 (Mixed Use—Bicyclists and Pedestrians)
The City shall encourage mixed-use developments near employment centers that provide commercial i
services such as day-care centers, restaurants, banks, and stores.
Implementation Strategy:
P. Create a mixed-use overlay zone district that permits bicyclists and pedestrians to safely travel
between uses and their homes. Tailor the allowed uses to those best suited for a pedestrian
environment and designate mixed-use areas on the land-use plan during General Plan updates.
► Designate commercial areas during General Plan updates and when developers initiate General Plan
amendments. Also, provide materials on successful mixed-use developments to project applicants
in areas designated for commercial land uses. Such materials could include the Pedestrian Design
Guidelines prepared for Sacramento County (1990).
► Adopt zoning regulations that permit upper story residential uses in neighborhood shopping areas.
These upper story uses can include residential and office. The City of San Diego Pedestrian Design
Guidelines (1992) provide a good example of this type of community design.
► Designate an area around the central core of the City for high-density and mixed-use development.
Increase the height limitation for office and residential uses to 80 feet in certain areas where it is
appropriate. Discourage high-intensity office and commercial uses from locating outside of
designated centers or downtown. Provide parking incentives and density bonuses to entice
development within the designated central core of the City.
Policy 21 (Funding for Pedestrian and Bicyclist Mobility)
The City should provide funding opportunities and options for the development of pedestrian and bicyclist
corridor construction.
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Implementation Strategy:
► The City should authorize park development fees to be used to develop pedestrian and bicycle
landscape corridors between existing commercial developments. This funding could be augmented
with enhancement funds from the Intermodal Surface Transportation Efficiency Act (ISTEA) grant
funds. Funding could also come from annual assessment fees provided property owners approve of
the formation of a landscape maintenance district pursuant to the 1972 Landscape and Lighting Act.
The corridors could incorporate seating,decorative street furniture and paving material,portable fast-
food carts for licensed vendors, newspaper and magazine stands, and some shaded area with drinking
fountain and possibly a water fountain incorporated into the landscaping.
(Discussion: Nationwide, 38 percent of all vehicle trips are for shopping or personal business and about
60 percent of these trips are between one-half mile and five miles in length. By providing the most
frequently needed products and services close to residences and by providing direct, safe, and interesting
pedestrian or bicycle routes to the commercial area, travel can be reduced. Surveys conducted in five
US cities indicated that 70 percent of people surveyed would be willing to walk or bicycle for some
personal business and shopping trips if the trips were reduced to one-half mile in length and bicycle paths
and pedestrian walkways were provided [CEC 1992].)
Policy 22 (Parking and Multi-modal Transfer Sites)
The City will work with the Redding Area Bus Authority in planning multi-modal transfer sites that
incorporate auto parking areas,bike parking,transit, pedestrian and bicycle paths, and park and ride pick-
up points.
Implementation Strategy:
Identify locations where transportation systems converge and designate the area as a potential multi-modal
transfer site in the General Plan. The Mt. Shasta Mall area or the Hilltop Drive area has the potential
for becoming the City's second multi-modal transfer site. This potential should be evaluated within the
next five years.
Apply for funding to construct a multi-modal transfer station. Sources for funding include ISTEA funds
and transit funds.
LAND USE: COMPACT DEVELOPMENT
(Discussion: Sprawling, low-density development and discontiguous development discourages the use
of alternative transportation modes and increases travel distances. Infrastructure costs and
environmental impacts are less when development is more compact.)
OBJECTIVE 2A: TO PLAN DEVELOPMENT INA WAY THAT MAKES THE MOST EFFICIENT USE OF THE LAND AND
THEREBY CAUSES THE LEAST POSSIBLE IMPACTS TO THE ENVIRONMENT.
Policy 23 (Leap-Frog Development)
The City shall encourage compact infill development.
Implementation Strategy:
Identify opportunities for infill development and support infill projects by ensuring that leap-frog projects
pay the full cost of the extended infrastructure and the pro rata share of the cost of increased capacity of
sewer, water, electricity, and circulation. Encourage growth to occur in and around activity centers,
transportation nodes, under-utilized infrastructure systems, and redevelopment areas.
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t
Policy 24 (Higher Densities)
The City shall consider redesignating vacant lands suitable for higher densities and transit/pedestrian-
oriented developments during General Plan updates and periodic reviews.
Implementation Strategy:
Conduct a survey of vacant lands as part of the General Plan update. Develop criteria for determining ,
appropriate sites for densities ranging from 6.0 to 24.0 units per acre.
Policy 25 (Single-Family and Mixed-Use Conflicts)
The City shall encourage projects within urban areas that will improve the effectiveness of the transit
system and will not adversely affect existing single-family development.
Implementation Strategy:
Encourage commercial uses that are complimentary to urban employment centers and residential areas.
Strategically locate high-density development so that it doesn't conflict with single-family uses and so that
it provides good transit access. Design pedestrian corridors to serve as buffers between mixed uses.
Policy 26 (Sphere of Influence)
The City will work with the Local Agency Formation Commission, Cities of Anderson, Shasta Lake, and
the County in establishing a hard edge urban limit line for the boundary of the metropolitan area of the
County and commitment to providing public services only within the urban areas.
Implementation Strategy:
► City shall continue its policy of designating water and sewer service areas that closely correspond
to the land-use plan.
► Ensure that long-range infrastructure development plans accommodate growth in the desired areas.
► Expand public services incrementally to serve contiguous development and encourage the
development of services to serve urban densities as opposed to rural fringe areas of the City.
► Require new developments to extend sewer and water lines from existing systems or to be in
conformance with a master sewer and water plan that has a phased development plan.
TRANSPORTATION INFRASTRUCTURE: BICYCLE, PEDESTRIAN, AND TRANSIT
(Discussion: The transportation infrastructure developed in the metropolitan area of the County
supports the automobile at the expense of other modes of transportation. Placing new emphasis on
transit, bicycling, and pedestrian infrastructure can relieve pressure from the traditional roadway
system and improve air quality.)
Policy 27 (Pedestrian, Bicycle, and Transit Funding)
The City should ensure that State and Federal funds earmarked for bicycle and transit improvements
are used for those purposes and vigorously pursue funds for new bicycle and transit improvements.
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Implementation Strategy:
Encourage the Cities of Anderson and Shasta Lake and the County to commit ISTEA transportation
enhancement funds for these improvements based on the comprehensive plan approved by the Regional
Transportation Planning Agency (RTPA) and the circulation elements of each agency.
Policy 28 (Bus Turnouts and Shelters)
As a condition of project approval, the City shall require dedication of land for bus turnouts and shelters
at sites deemed appropriate and necessary.
Policy 29 (Bikeway and Pedestrian Plan)
The City shall ensure that the Regional Bikeway Plan includes a comprehensive system of bikeways and
pedestrian paths is planned and constructed in accordance with the adopted plan, based on analysis of
existing and future use by the area to be served.
Implementation Strategy:
To maximize bicycle use, the following policies and actions should be included in street design standards,
subdivision ordinances, zoning ordinances, and the Circulation Element of the General Plan:
P. The bikeways should be part of a network that connects major destination points within the
community. The Sacramento River Trail, along with its planned extension, can serve as the arterial
for a network of feeder bikeways and pedestrian trails.
► Provide separate bike paths in areas where motor vehicle speed or volume make on-street bike lanes
unsafe or unpleasant to use.
► Provide automatic traffic signal actuators embedded in the roadway or provide manual signal
actuators where cyclists may reach them without leaving the roadway.
P. Provide bicycle paths along greenbelts, linear parks, public easements, and drainage reserved as open
space. '
► Use grant and ISTEA funds to provide bicycle and pedestrian bridge crossings for creeks and the
Sacramento River.
P. Provide adequate paved shoulder on arterials and collectors to keep cyclists and motorists separate.
► Encourage transit providers to retrofit buses with bike racks.
P. The City should require developers to provide bicycle racks or enclosed and locked bicycle storage
at major activity centers and office and commercial establishments to serve patrons and employees.
► Change the Zoning Ordinance to require bicycle storage facilities. Require bicycle facilities as
CEQA mitigation measures when such mitigation is feasible and part of a comprehensive plan.
P. Do not allow on-street parking on roadways designated with bike lanes whenever possible.
► Increase bicycle use by requiring projects to include the provision for bike racks or enclosed and
locked bicycle storage at major activity centers and office and commercial establishments.
► The foregoing provisions shall not be applied to projects if there is no likelihood of need, use, or
forecasted use by pedestrians or bicyclists.
1 36
Policy 30 (Regional Bikeway Plan) ,
The City should identify all planned and existing regional and commuter bikeways in a comprehensive
bikeways plan. The regional commuter bikeways plan should be upgraded to include a citywide master
trail plan as part of the Circulation and Recreation Elements of the General Plan. The City should use
targeted State and Federal funds along with developer contributions and possibly park development fees
to fund the system. The City should also consider the Landscaping and Lighting Act as a funding source. ,
Implementation Strategy: To be formed.
TRANSPORTATION INFRASTRUCTURE: LIGHT RAIL/COMMUTER RAIL
Policy 31 (Light Rail)
The City should identify potential light rail corridors during major General Plan updates that are
consistent with the Circulation Element that considers such corridors and take action to protect the
right-of-way from incompatible development.
Implementation Strategy:
► Work with Caltrans, the Regional Transportation Planning Agency (RTPA), and the Redding Area
Bus Authority (RABA) to prepare a comprehensive light rail study that is incorporated in the
circulation elements of all City and County general plans. Identify the best routes and develop a
community consensus for those routes. Ensure that the General Plan designates densities and land-
use patterns that make light rail feasible.
Policy 32 (New Transit Terminal)
The City should plan the area around the new transit terminal in the downtown area to provide convenient
pedestrian and bicycle access, and connections to the transit.
Implementation Strategy:
► General Plan updates shall, as much as possible, consider the surrounding area for pedestrian or
transit-oriented development, which includes portable retail-vendor carts in the vicinity of the transit
station; and encourage retail development around the transit facility to focus on the transit station.
C. FUGITIVE DUST/PM,,
ISSUE:
THE LEVELS OF PM,o (DUST) AND VISIBILITY REDUCING PARTICULATES IN THE CITY'S AIR BASIN
FREQUENTLY EXCEED STATE STANDARDS. CONTROL EFFORTS FOR SOURCES UNDER THE JURISDICTION
OF CITIES AND COUNTIES CAN SIGNIFICANTLY REDUCE THESE EMISSIONS.
GOAL 3:
REDUCE PARTICULATE EMISSIONS FROM SOURCES UNDER THE JURISDICTION OF THE CITY.
Policy 33 (Reduce Particulates)
The City will require measures to reduce particulate emissions from construction,grading, and demolition
to the maximum extent feasible.
Implementation Strategy: To be developed.
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Policy 34 (Unpaved Roads and Alleys)
The City will develop a priority schedule for paving roads and alleys based on availability of funds,
grants, and cooperation of adjoining property owners.
Implementation Strategy: To be developed.
D. WOODBURNING
IssuE:
RESIDENTIAL WOOD BURNING CONTRIBUTES TO WINTER CARBON MONOXIDE AND PM,o EMISSIONS AND
EXCEEDING STATE STANDARDS. FIREPLACE AND WOOD STOVE TECHNOLOGY AND PRODUCTS ARE
READILY AVAILABLE THAT CAN SIGNIFICANTLY REDUCE THESE EMISSIONS AT A REASONABLE COST.
GOAL 4:
MINIl4IIZE AIR POLLUTANT EMISSIONS FROM WOOD BURNING FIREPLACES AND APPLIANCES.
Policy 35 (Phase 2 Wood Stoves)
The City will only allow developers to install low-emitting, Environmental Protection Agency (EPA)
certified Phase 2 fireplace inserts and/or wood stoves or pellet stoves.
Implementation Strategy:
► Adopt a local ordinance, promulgated by the AQMD, requiring new wood burning appliances to be
EPA certified. Participate in a public education campaign.
Policy 36 (Green or Wet Wood)
The City should encourage the AQMD to annually advertise the importance of burning only seasoned dry
wood.
Implementation Strategy:
► AQMD should utilize radio billboard advertising seasonally to remind and educate residents of the
importance of burning only seasoned dry wood as a means to reduce emissions and to educate
consumers about the financial and environmental benefits of replacing their old wood heating devices
with Phase 2 stoves and fireplace inserts. This program should be coordinated with local wood stove
retailers who benefit from such sales.
Policy 37 (Changeout)
The City should encourage the AQMD to adopt a countywide rule that requires a changeout for existing
wood heating devices at the time of change of property ownership. The rule should be proposed if the
County continues to exceed State PM,o standards. The community needs a minimum of two years lead
time before this rule takes effect.
Implementation Strategy:
I
P. Work with the AQMD, the Shasta Board of Realtors, and the Builders Exchange in developing such
a rule when needed.
38 .
VII. AIR QUALITY ANALYSIS AND BEST AVAILABLE
MITIGATION MEASURES
The following guide to mitigating motor vehicle-related impacts for proposed residential, commercial,
and industrial projects was prepared by the Shasta County Air Quality Maintenance District (AQMD)
as a recommended approach to meeting the goals of the City's Air Quality Element. The California
Environmental Quality Act (CEQA) states that a public agency should not approve a project unless
feasible alternatives are considered and mitigation measures incorporated that would substantially
lessen any significant effects on the environment (unless overriding considerations are made pursuant
to CEQA Guidelines Section 15093).
If the impacts cannot be mitigated below the significance threshold, they must nevertheless be
reduced. CEQA describes various types of mitigation as follows:
► Avoiding impacts altogether by not taking a certain action or part of an action
P. Minimizing impacts by limiting the degree or magnitude of the action and its implementation
P. Rectifying impacts by repairing, rehabilitating, or restoring the impacted environment
P. Reducing or eliminating the impacts over time by preservation and maintenance operations during
the life of the action
t ► Compensating for the impacts by replacing or providing substitute resources
► Reduce or eliminate impacts by adopting an environmentally superior alternative.
Section 15041 (a) of the State CEQA guidelines states that the lead agency has the authority to require
changes in any or all activities involved in a project in order to lessen or avoid significant effects on the
environment. The AQMD, as a local responsible CEQA agency, has a duty to recommend mitigation
to lessen air quality impacts.
In addition to CEQA requirements, mitigation of impacts is necessary to achieve the goals of the City's
Air Quality Element and the State's ambient air quality standards. Specifically, all future sources of
emissions, including those associated with land development, must be mitigated to the greatest extent
possible to achieve ambient air quality standards expeditiously.
A. CATEGORIES OF MITIGATION MEASURES
The BAMM of this chapter are offered as a guide to stimulate the thinking of developers and the
City regarding the need to take advantage of existing and built-in project mitigations which would
reduce the need to apply more exotic and expensive emission-reducing mitigations.
The AQMD-recommended sample mitigation measures are divided into two categories: Standard
Mitigation Measures (SMM) and Best Available Mitigation Measures (BAMM). It should be
reiterated that the sample mitigation measures of this chapter are only provided to demonstrate the
procedure for applying SMM and BAMM. The AQMD recommends that SMM be applied to all projects
regardless of the extent of air quality impacts in order to reduce cumulative impacts. The recommended
BAMM or equally effective BAMM of the local agency should be applied as appropriate when a project
has an impact on air quality above the specified impact threshold levels.
All projects contribute to cumulative air quality impacts and should employ the appropriate SMM at a
minimum. (See SMM list below.) Cumulative impacts of projects such as convenience markets, small
office developments, residential subdivisions of 100 or less, etc., must be mitigated even where a
Negative Declaration is deemed the appropriate environmental document. Not only will this approach
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i
reduce overall emissions caused by cumulative impacts, but it will also reduce the likelihood that large
projects will need to carry a larger burden of mitigation. Assume for example that several small projects
are approved without mitigation. A larger project may subsequently be required to mitigate for
cumulative impact regardless of shared responsibility.
B. PROJECT ANALYSIS
The BAMM apply to any residential, commercial, or industrial project which exceeds the above
significance thresholds. Determining the mitigation measures that may apply to a specific project requires
first operating the URBEMIS model. This model is a California Air Resources Board approved computer
program that is used to quantify emissions resulting from increased automobile traffic from new or
modified land uses. The program considers the number of vehicle trips generated, vehicle miles traveled
for each type of trip taken, and the associated air emissions.
The computer model shall be used by the planning department at the beginning stages of a land-use
project when the initial study is conducted to determine the air quality impacts on the environment. More
advanced URBEMIS models may be used if approved by the State Air Resources Board and accepted by
the AQMD. The defaults of the model shall be modified as noted in the conclusion of this chapter.
These defaults shall be used unless other defaults are authorized by the AQMD. (The flow chart at the
conclusion of this chapter illustrates the stages of air quality analysis for projects.) Once the impacts have
been identified using the URBEMIS computer model, the appropriate level of BAMM are applied to the
project. The BAMM are applied at specific threshold levels, which are the same for
' commercial/industrial and residential levels.
The following AQMD's thresholds for analysis and mitigation are consistent with the New Source Review
Rule 2:1 which the Air Pollution Control Board adopted to comply with the California Clean Air Act:
Threshold for BAMM
LEVEL "A" 1. 25 pounds per day of oxides of nitrogen
2. 25 pounds per day of reactive organic gases
3. 80 pounds per day of inhalable particulate matter (PM,o)
Threshold for Additional Air Quality Analysis and Mitigation Measures
LEVEL B 1. 137 pounds per day of oxides of nitrogen
2. 137 pounds per day of reactive organic gases
3. 137 pounds per day of inhalable particulate matter (PM,o)
C. STEPS FOR AIR QUALITY ANALYSIS AND PROJECT MITIGATION
1. Run the URBEMIS computer model prior to or at the time the initial environmental study is
conducted to determine the total unmitigated project emissions related to motor vehicle trip
generation.
2. If a project has emissions less than the Level "A" threshold noted above, only feasible Standard
Mitigation Measures (SMM) are required.
3. If a project has emissions greater than the threshold Level "A" noted above, apply all feasible
mitigation measures for construction and/or operation from the lists of recommended Standard
Mitigation Measures and appropriate Best Available Mitigation Measures as determined by the City.
4. For large projects to be developed in phases, each phase shall be treated as a separate project in
terms of providing emission reduction as noted in Table "I" of this chapter. The requirement for an
EIR and offsets is still applicable if all the phases exceed Level "B" threshold.
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5. Large, phased projects should receive credit for reduced vehicle emissions based on the regional t
market they serve; however, the project proponent must submit traffic data that documents the
reduced VMT for the regional area relative to the 20-year growth forecast of the area. The
forecasted traffic data must consider the growth of the area with and without the project.
6. Only feasible mitigation measures listed and Level "B" of this section shall be applied if project
emissions exceed the Level "B" threshold. To determine the degree of emission reduction to be
mitigated, the following additional analyses should be completed:
a. Calculate emission reductions available from each mitigation measure by multiplying the percent '
efficiency of each mitigation measure by the total unmitigated project emissions. (Reference
Emission Tables for the efficiency of each mitigation measure.)
If project-specific efficiency is unknown, use the mid-range value in the efficiency range given
in the Table unless justification is provided by the applicant to use a higher efficiency. The
Planning Department, in consultation with the AQMD, shall determine the efficiency of each
mitigation measure. ,
b. To determine mitigated project emissions, subtract total emission reduction from total
unmitigated project emissions.
c. If the project's impacts are reduced below the 137 pound per day threshold for oxides of
nitrogen and reactive organic gases and/or the 80 pound per day threshold for inhalable
particulate matter (PM,o), a Mitigated Negative Declaration(MND) may be appropriate if other ,
impacts are not anticipated.
d. Determine if the project's emissions still exceed the above threshold of significance.
e. If the project emissions remain above the 137 pound per day threshold, emission offsets are
required. A minimum of 25% of the unmitigated emissions exceeding the 137 pound per day
threshold must be offset by reducing emissions from existing sources of air pollution. The
Shasta County AQMD should be contacted to determine appropriate offsets. If the project
emissions still exceed the above threshold with emission offsets credited, an Environmental
Impact Report (EIR) should be prepared, focusing on air quality, traffic impacts, and project
alternatives. (See attached sample calculation.)
f. If air quality impacts are not significant, then a Negative Declaration may be appropriate if other
impacts do not exist.
D. RECOMMENDED STANDARD MITIGATION MEASURES (SMM) APPLICABLE TO ALL
PROJECTS
1. Provide energy-efficient process systems, such as water heaters, furnaces, and boiler units.
2. Apply nontoxic soil stabilizers according to manufacturer's specification to all inactive construction
areas (previously graded areas inactive for ten days or more).
3. Reestablish ground cover on the construction site through seeding and watering prior to final '
occupancy.
4. All grading operations of a project shall be suspended when winds (as instantaneous gusts) exceed
20 miles per hour as directed by the AQMD.
5. All new wood burning devices shall be EPA Phase II certified.
6. Streets should be designed to maximize pedestrian access to transit stops.
41 '
7. Large residential, commercial, and industrial projects should include bus shelters at transit access
points.
8. Provide temporary traffic control as appropriate during all phases of construction to improve traffic
flow (e.g. flag person).
9. Schedule construction activities that affect traffic flow to off-peak hours.
10. Water active construction sites at least twice daily as directed by the Public Works Department.
11. All truck hauling dirt, sand, soil, or other loose materials should be covered or should maintain at
least two feet of freeboard (i.e., minimum vertical distance between top of the load and the trailer)
in accordance with the requirements of CVC Section 23114. This provision is enforced by local law
enforcement agencies.
12. Sweep streets at the end of the day if visible soil materials are carried onto adjacent public paved
roads (recommend water sweeper with reclaimed water).
13. Install wheel washers where vehicles enter and exit unpaved roads onto paved roads, or wash off
trucks and any equipment leaving the site each trip.
Note: Additional mitigations may be obtained from the CEQA Air Quality Handbook prepared by the
South Coast Air Quality Management District, Diamond Bar, California(April 1993). Copies are
available for review in the Redding Department of Planning and Community Development.
E. RESIDENTIAL PROJECTS: RECOMMENDED BEST AVAILABLE MITIGATION
MEASURES (BAMM)
' Level "A" Measures
1. Implement all applicable Standard Mitigation Measures.
2. Contribute to traffic-flow improvements that reduce emissions and are not growth-inducing
(e.g., right-of-way, capital improvements, etc.).
3. Install an electrical outlet at the front and back of all residential units for electrical yard equipment.
Level "B" Measures
1. Implement all applicable Standard Mitigation Measures and Level "A" Mitigation Measures.
2. Construct, contribute, or dedicate land for the provision of off-site bicycle trails linking the facility
to designated bicycle commuting routes in accordance with an adopted citywide or countywide plan.
3. Synchronize traffic signals along streets impacted by development.
4. Construct on-site and off-site bus turnouts, passenger benches, and shelters.
5. Provide for pedestrian access between bus service and major points within the development.
' 6. Construct off-site pedestrian facility improvements such as overpasses and wider sidewalks.
7. Include neighborhood retail sales and services within or adjacent to residential subdivisions. (Note,
this provision cannot be applied until the City's Land Use Element has been revised to allow mixed
use.)
8. Orient building structures and install landscape that takes advantage of passive solar design
principles.
42
9. Install solar water heaters for at least 25 percent of the residential units in the development.
10. Incorporate mixed use development in order to achieve a balance of commercial, employment, and
housing options within the project site. (Note, this provision cannot be applied until the City's Land
Use Element has been revised to allow mixed use.)
11. Provide neighborhood park(s) or other recreational options such as trails within development to
minimize vehicle travel to other parks or commercial areas.
12. Provide densities of six units or greater to support transit.
F. COMMERCIAL/INDUSTRIAL PROJECTS: RECOMMENDED BEST AVAILABLE
MITIGATION MEASURES (BAMM)
Level "A" Measures
1. Implement all applicable Standard Mitigation Measures.
2. Contribute to traffic-flow improvements that are not growth-inducing (e.g., right-of-way, capital
improvements, etc.).
3. Provide preferential parking spaces for carpools and vanpools and provide 7-foot 2-inch minimum
vertical clearance in parking facilities for vanpool access.
Level "B" Measures
1. Implement all applicable Standard Mitigation Measures and Level "A" Mitigation Measures.
2. Telecommuting programs, alternate work schedules, and guaranteed ride home programs shall be ,
established as appropriate.
3. Provide for transit-use incentives such as subsidized transit passes and accommodation of unusual
work schedules to encourage transit use. '
4. Convert fleet vehicles to clean-burning fuel as appropriate.
5. Shower/locker facilities shall be provided when appropriate for bicycling and pedestrian commuters.
6. Construct off-site bicycle and pedestrian facility improvements such as trails linking the facility to
designated pedestrian/bicycle commuting routes.
7. Provide on-site services such as cafeterias, food vending machines, automatic tellers, etc., as
appropriate.
8. Contribute to construction of off-site park-n-ride lots.
9. Provide on-site child care and after-school facilities or contribute to off-site development within
walking distance. ,
10. Construct on-site pedestrian facility improvements such as walk paths and building access which is
physically separated from street and parking lot traffic. '
11. Implement compressed work-week schedules where weekly work hours are compressed into fewer
than five days, such as 9/80, 4/40 or 3/36.
12. Construct on-site and off-site bus turnouts, passenger benches, or shelters.
13. Provide adequate bicycle storage/parking facilities.
43
! 14. Implement alternative transportation program such as Caltrans rideshare.
RESIDENTIAL PROJECTS
Sample Mitigation Measure Efficiencies for Controlling
Indirect Mobile Source Emissions
Emission Reduction Efficiency
Mitigation Measures
ROG NOx PM"
► Construct on-site or off-site bus turnouts,passenger benches,and shelters 0.2-1.9% 0.2-2.5% 0.2-2.5%
► Construct off-site pedestrian facility improvements such as overpasses and wider 0.1-0.3% 0.1-0.4% 0.1-0.4%
sidewalks
► Contribute to regional transit system improvements(e.g., right-of-way,capital 4.0-8.0% 4.0-8.0% 4.0-8.0%
improvements, etc.)
► Synchronize traffic lights on existing streets impacted by development 4.0-8.0% 4.0-8.0% 4.0-8.0%
P. Construct,contribute, or dedicate land for the provision of off-site bicycle trails 0.1-0.6% 0.1-0.8% 0.1-0.8%
linking the facility to designated bicycle commuting routes
► Include retail services within or adjacent to residential subdivisions 1.0-4.0% 1.3-6.0% 1.3-6.0%
► Provide for pedestrian access between bus service and major points within the 0.1-3.0% 0.1-3.0% 0.1-3.0%
development(e.g.,sidewalks,paths, walkways)
► Orient buildings for passive solar design 1.0-2.0% 1.0-3.0% 1.0-5.5%
' ► Include neighborhood telecommunication or telework center within residential 1.0-5.0% 1.0-5.0% 1.0-5.0%
subdivision
► 4.0 13.0% 4.0-13.0% 4.0-13.0%
Include residential development within commercial core area or business district
NOTE: The Redding Planning Department, in consultation with AQMD, will determine the degree of
efficiency for the mitigations of this table, but generally, the average of the range shall be,used.
44
COMMERCIAL/INDUSTRIAL PROJECTS '
Sample Mitigation Measure Efficiencies for Controlling
Indirect Mobile Source Emissions
Emission Reduction Efficiency
Mitigation Measures
ROG NOx PM,o
P. Implement compressed work-week schedules where weekly work hours are 1.0-20.0% 1.0-40.0% 1.0-40.0%
compressed into fewer than five days
► Establish telecommuting programs,alternate work schedules, and guaranteed ride 0.1-1.6% 0.1-2.1% 0.1-2.1% ,
home programs
P. Provide on-site child care and after-school facilities or contribute to off-site 0.1% 0.1-0.2% 0.1-0.2%
development within walking distance
► Construct on-site or off-site bus turnouts,passenger benches, or shelters 0.1-1.0% 0.1-1.3% 0.1-1.3%
► Provide on-site employee services such as cafeterias and ATMs 0.2-3.4% 0.3-4.5% 0.3-4.5%
► Provide preferential parking spaces for carpools and vanpools and provide TY 0.1-1.0% 0.1-1.3% 0.1-1.3%
minimum vertical clearance in parking facilities for vanpool access
► Establish alternative transportation program through Caltrans rideshare 0.1-1.6% 0.1-1.6% 0.1-1.6%
P. Use low-emission fleet vehicles See AQMD See AQMD See AQMD
P. Provide for transit-use incentives, such as subsidized transit passes and 0.4-1.5% 0.4-1.5% 0.4-1.5%
accommodation of unusual work schedules to allow for transit stops
► Contribute to traffic-flow improvements that are not growth inducing 4.0-8.0% 0.4-8.0% 0.4-8.0% '
P. Provide shuttles to major transit stations and multimodal centers 0.1-0.3% 0.1-0.5% 0.1-0.5%
► Include residential units with commercial project 3.1-13.7% 4.0-18.0% 4.0-18.0%
► Utilize parking in excess of code requirements as on-site park-n-ride lots or 0.1% 0.1-0.2% 0.1-0.2%
contribute to construction of off-site lots
► Any two of the following: ,
-Construct off-site bicycle facility improvements such as bicycle trails linking the 0.2-2.4% 0.3-3.2% 0.3-3.2%
facility to designated bicycle commuting routes,or on-site improvements such as
bicycle paths
Include bicycle parking facilities such as bicycle lockers and racks see above see above see above
Include showers for bicycling employees'use see above see above see above
P. Any two of the following:
-Construct off-site pedestrian facility improvements such as overpasses,wider 0.2-1.2% 0.2-1.6% 0.2-1.6%
sidewalks
-Construct on-site pedestrian facility such as a building access physically separated see above see above see above
from the street and parking lot traffic and walk paths
Include showers for pedestrian employees'use see above see above see above
► Provide video conferencin facilities 5.0-29.0% 5.0-29.0% 5.0-29.0% ,
NOTE: The Redding Planning Department, in consultation with AQMD, will determine the degree of ,
efficiency for the mitigations of this table, but generally, the average of the two ranges shall be
used.
45 !
G. URBEMIS COMPUTER PROGRAM ASSUMPTIONS AND DEFAULTS
Estimates of emissions generated by the traffic of a project shall be accomplished by using a computer
' program called URBEMIS. This model contains default values for much of the information needed to
calculate emissions. The Air Quality Management District will provide documentation on the latest
assumptions and defaults to be used. This documentation shall consider updated information concerning
the following:
1. Project Year. Select the year nearest to the initial project phase scheduled completion year. If this
date is indeterminate, use the year nearest to the date of analysis.
2. Vehicle Fleet Mix. Use URBEMIS default values unless project has unusual characteristics and data
is available to modify the mix characteristics.
1 3. Ambient Temperature. As specified by the AQMD.
4. Trip Speeds. Use URBEMIS default values unless project has unusual characteristics and data is
available to modify the speeds. Note, the average trip speeds must consider the time delay at
intersection stops and acceleration and deceleration times. A typical trip speed for a residential project
is 30 to 35 MPH.
5. Project Area. Use RURAL as area selection since this designation more closely corresponds to Shasta
County than the other selections available.
' 6. Trip Lengths. Use URBEMIS default values unless other values have been approved by the Air
Pollution Control Officer as a result of special traffic surveys or studies.
7. Percent of Cold Starts and Percent of Trip Types. Same as above.
8. Percent PM,, and Percent Sulfur in Fuel. Same as above.
9. Trip Rates. The model lists 41 ITE default trip rates for various types of land use. Trips should be
modified according to the City's traffic model for the particular trip zone. In any case, the City shall
approve the trip rate used.
46
H. SAMPLE CALCULATION OF EMISSION REDUCTION FROM APPLICATION OF BEST '
AVAILABLE MITIGATION MEASURES (BAMM)
Project: 500 Single Family Residences
1 Community Shopping Center
The reader should understand that this example, as well as those on page 48, is only provided to illustrate
the methodology. The emissions produced by these sample projects should not be interpreted as the level ,
of emissions that would be calculated using the latest approved URBEMIS model. It is also important
to understand that each emission reduction factor to be applied must be documented and justified. ,
1. Total unmitigated project emissions from URBEMIS computer model:
95.9 #/day TOG
143.2 #/day NO,,
18.2 #/day PM,,
2. Do project unmitigated emissions exceed Level "A" threshold of 25 #/day NO, 25 #/day ROG, or ,
80 #/day PM,,,? Yes. (Assume reactive organic gases [ROG] are equivalent to total organic gases
[TOG]. Apply all feasible Level "A"measures for both residential and commercial/industrial projects
since this project has features of both types of development. ,
3. Do project unmitigated emissions exceed Level "B"threshold of 137 #/day of the above pollutants?
Yes. Apply all feasible Level "B" measures for both residential and commercial/industrial projects '
since this project has features of both types of development.
4. The following mitigation measures and associated average emission reductions were selected for this
project:
a. Synchronize traffic lights on streets near development:
TOG Reduction = (95.9 #/day)(.06) = 5.8 #/day ,
NOX Reduction = (143.2 #/day)(.06) = 8.6 #/day
PM,o Reduction = (18.2 #/day)(.06) = 1.1 #/day ,
b. Include retail service adjacent to subdivision:
TOG Reduction = (95.9 #/day)(.025) = 2.4 #/day
NO,, Reduction = (143.2 #/day)(.0365) = 5.2 #/day
PM,, Reduction = (18.2 #/day)(.0365) = 0.66 #/day
c. Construct on-site bus turnouts and shelters:
TOG Reduction = (95.9 #/day)(.0105) = 1.0 #/day
NOX Reduction = (143.2 #/day)(.014) = 2.0 #/day '
PM, Reduction = (18.2 #/day)(.014) = 0.2 #/day
5. Mitigated project emissions are determined by subtracting total reductions from unmitigated project
emissions: ,
TOG Emissions = 95.9 - 5.8 - 2.4 - 1.0 #/day = 86.7 #/day
NOX Emissions = 143.2 - 8.6 - 5.2 - 2.0 #/day = 127.4 #/day
PM, Emissions = 18.2 - 1.1 - 0.66 - 0.2 #/day = 16.2 4/day
6. Determine if project emissions exceed the 137 #/day emission threshold where emission offsets are
required. No. All emissions are below the significance level with applied mitigation. Therefore,
a Mitigated Negative Declaration (MND) is appropriate.
47 1 ,
r M M M � r M = = ■s r = r r M = ® M
I. SAMPLE LIST OF PROJECTS AND ASSOCIATED AIR POLLUTION MITIGATIONS USING AIR QUALITY ELEMENT PROCEDURES
Emissions Produced DoesUse Exceed Levet A"Emission Threshold Does Use Exceed Levet t3'EmisstRn Threshold
Project Type Suggested!Mitigation
TOG NOx PM70 TOG (25116/day) NO.(25116/day} PM1,(80116/day► TOG (137116/day}. NOx(337116/day) 1?MS0(137116/day}
Single-family 12.5 26.1 3.0 No Yes No No No No 1. Standard Mitigation
subdivision Measures
0 00 units) 2. Construct on-site
bus bench,
passenger turnout,
or shelter
(1.4% reduction)
Single-family 3.0 6.1 .7 No No No No No No 1. Standard Mitigation
subdivision Measures
(20 units)
Manufacturing 1.3 2.6 5.0 No No No No No No 1. Standard Mitigation
building (20,000 Measures
sq ft)
Manufacturing .3 .5 1.0 No No No No No No 1. Standard Mitigation
building (4,000 Measures
sq ft)
Contractor .1 .2 .5 No No No No No No 1. Standard Mitigation
storage yard Measures
(1,000 sq ft
building)
O0 Small 37.8 62.6 25.3 Yes Yes No No No No 1. Standard Mitigation
neighborhood Measures
shopping center 2. Construct on-site
(20,000 sq ft) bus benches
and shelter
0.4% reduction)
3. Provide on-site
restaurant(built into
project's design)
(2.4% reduction)
4. Provide on-site
shopping for
Total Reduction for Small Neighborhood Shopping Center = 20.1% (30.2 TOG, 50.1 NO, 20.3 PM 10). Since suggested mitigations do not reduce the emissions employees
below Level "A" thresholds for the shopping center, the City must make a finding that all feasible best available mitigations have been applied. This finding would (2.4% reduction)
be made part of a mitigated negative declaration. For large projects which are developed over time, each phase of the project shall be treated as a single project 5. Provide shopping
in terms of meeting the 20 percent and 25 percent emission reduction standard of this table. adjacent to
residential
In most cases, Level "B" threshold will only be triggered by large General Plan amendments as opposed to single development projects;therefore, it is important neighborhood
that programmatic mitigations be incorporated in the amendment so that the cumulative effects of discretionary and nondiscretionary projects are addressed. (11% reduction)
6. Provide on-site
bike rack
(1.5% reduction
NOTES:
1. If use does not exceed Level "A" threshold, then use must at least reduce emissions by 20 percent by applying BAMM.
2. If, after applying BAMM, use still exceeds Level "A" threshold, then use must at least achieve a minimum emission reduction of 20 percent with BAMM.
3. If, after applying BAMM, use still exceeds Level "B" threshold, then a minimum of 25 percent of unmitigated emissions exceeding 137 pounds per day must be offset by reducing emissions
from existing sources of pollution;otherwise,an EIR is required which must address air quality impacts,mitigations,and project alternatives as well as the basis for adopting any proposed"finding
of overriding consideration" pursuant to the California Environmental Quality Act.
PROJ\AIR\M ITIG ATN.TBL
i
J. SOURCES FOR OTHER STANDARD MITIGATION MEASURES (SMM) AND BEST a
AVAILABLE MITIGATION MEASURES (BAMM)
1. Placer County Air Pollution Control District, "Menu of Mitigation Measures" (9/93)
2. San Joaquin Valley Unified Air Pollution Control District, "Model Air Quality Element - Admin.
Draft" (8-19-93)
3. South Coast Air Quality Management District, "1992 Revision of CEQA Air Quality Handbook -
Chapter 11" '
4. South Coast Air Quality Management District, "1992 Revision of CEQA Air Quality Handbook -
Appendix 11"
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1
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1
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1
1
1
1
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49 ,
VIII. TRACKING CUMULATIVE EMISSIONS
OF ALL APPROVED PROJECTS
Since the County Air Quality Attainment Plan and this element only "strive" to achieve a 5 percent
' annual reduction in emissions by applying Best Available Mitigation Measures (BAMM), not all
project emissions will be mitigated. Although the California Clean Air Act permits this approach, the
County and its cities should at least track the cumulative contribution of unmitigated emissions for all
projects. This will enable decision makers to see how much more unmitigated emission is being
radded to the cumulative emissions of all approved projects relative to a proposed project. In a way,
this measure can serve as a gauge for any future adjustments in the mitigations of the Air Quality
1 Element.
The most obvious gauge to use for annual cumulative impacts is the threshold level of the "New
Source Review Rule," which is 25 tons/year or 137 lbs/day. This threshold coincides with Level "B"
of the Air Quality Element in determining when an EIR and offsets are needed (see Chapter VII,
Section "B"). Basically, the threshold serves as a level of significance for large and cumulative effects
of several small projects. The reader is reminded that large projects must address the impacts of
exceeding Level "B," but small projects pending consideration of approval should only be examined
relative to their contribution to Level "B" threshold as a matter of information.
The annual cumulative contribution of emissions from vehicles and wood heating devices, including
fireplaces, should also be traced in accordance with the calculations of this chapter.
The information from the following table should be made part of the initial environmental study for
each proposed project. At the end of the year, a report of cumulative emissions for that calendar year
should be submitted to the Air Quality Management District (AQMD), the Planning Commission, and
City Council as a matter of information.
AIR QUALITY OZONE AND PM,, TRACKING PROGRAM
FOR PROPOSED AND APPROVED PROJECTS
(Based on Calendar Year)
1. Vehicle emissions of proposed project as quantified by the air ( )
quality URBEMIS computer model.
2. Vehicle emission reductions of proposed project based on proposed ( )
mitigations.
3. Difference in emissions between No. 1 and No. 2 for proposed ( )
project.
4. Annual cumulative emissions of all approved projects. ( )
5. Add No. 3 and No. 4. ( )
6. Significant project threshold of Air Quality Management District (25 tons/year)
(Level "B").
50
' 7. Difference in emissions between No. 5 and No. 6 is the amount of ( )
emissions that Cities and County must offset through emission
reductions or offsets being applied to new development or modified
and/or existing businesses.
As noted above, the Level "B" threshold is the same threshold used in the permitting process of the
AQMD for stationary sources of pollution from individual businesses and manufacturing plants. The
permit requirements, including emission offsets for Level "B" exceedances, apply to new and modified
businesses of the County's New Source Review Rule. By using the same threshold for development
eprojects or "indirect sources"of pollution, parity is at least recognized between the two types of projects.
The idea is, as much as possible, to make sure new and modified businesses do not carry all the burden
of mitigating the emission impacts of indirect sources of pollution from other types of development
projects. Another way of justifying this approach is to realize that direct and indirect sources of vehicle
and PM,o emissions share the same overall emissions budget. It should also be recognized that projects
that have direct sources of emissions under the California Clean Air Act already have a double
requirement of mitigating stationary and indirect sources of emission.
The tracking program for PM,,emissions from approved and pending wood heating devices uses the same
threshold of 137 lbs/day or a maximum of 423 devices per year as the threshold of approved units. The
emission advantages of Phase II stoves is outweighed by this number of devices as indicated by the
formula below:
(# devices) (1.5 cords) (2.22 tons) (14.6 lbs PM10) ( 1 yr ) _ (# lbs/day)
devices cord T 150 days
# devices = 423 devices = 137 lbs/day
T = EPA AP-42 emission factor for Phase II stove
' Based on this, the significant threshold for PM,o relative to No. 6 of the table above, is 137 lbs/day. If
the number of approved heating devices exceeds 423 per year, then the cumulative effect is considered
significant. Since this action of approved devices is only a building permit, CEQA clearance does
enot apply, but the tracking program should still be followed.
1
51
r
' GLOSSARY OF AIR QUALITY TERMS
INTRODUCTION
' This glossary is intended to help ordinary citizens understand the most commonly used air pollution
terms. The glossary is divided into two sections:
1. GOVERNMENTAL SECTION
2. TECHNICAL SECTION
The governmental section gives an overview of the laws, regulations, and government agencies involved
in ensuring healthful air quality. The technical section explains some scientific terms used to describe
pollutants, the processes that form them, and their effects.
1. GOVERNMENTAL SECTION
' Introduction to the Regulatory System
Federal and state governments have laws and agencies that control air pollution. At the Federal level,
' the U. S. Environmental Protection Agency (EPA) is responsible for safeguarding the nation's air
quality. Each state must meet the standards set by the EPA. Some states like California have passed
standards that are more strict than those set by the EPA, so polluters must also comply with those
standards. The EPA works with state and local agencies to make sure that air quality in the state at
least meets Federal standards. The state and local agencies monitor pollution and enforce both state
and Federal standards.
In California, the Air Resources Board (ARB) is the lead agency responsible for air quality. Local
counties overseen by the ARB develop and implement local air quality management plans. The
counties specifically regulate emissions made by local stationary sources (i.e., those that don't come
from moving objects like cars and trains). In addition to overseeing local regulatory efforts, ARB has
direct authority over mobile sources.
' Together, Federal, state, and local agencies, in coordination with the regulated and general public, are
acting to bring the state into compliance with health and welfare-based air quality standards. Under
the current regulatory framework, it is expected that California will meet this goal within the next two
decades.
Governmental Terms
Air Toxics "Hot Spots" Information and Assessment Program (AB 2588): A California program
(Health and Safety Code Section 44300, et seq.) requiring certain stationary sources to report the type
' and quantity of specific toxic substances they routinely release into the air. The program identifies
high priority facilities and requires facilities posing significant risks to notify all exposed individuals.
' APCD (Air Pollution Control District): A county agency with authority to regulate stationary,
indirect, and area sources of air pollution (e.g., power plants, highway construction, and housing
developments) within a given county, and governed by a district air pollution control board composed
' of the elected county supervisors. (Compare AQMD).
52
AQMD (Air Quality Management District): A group of counties or portions of counties, or an '
individual county specified in law with authority to regulate stationary, indirect, and area sources of air
pollution within the region and governed by a regional air pollution control board comprised mostly of
elected officials from within the region. (Compare APCD). '
AQMP (Air Quality Management Plan): A plan prepared by an APCD/AQMD for a county or region
designated as a nonattainment area for the purpose of bringing the area into compliance with the ,
requirements of the national and/or California Ambient Air Quality Standards. AQMPs are incorporated
into the state Implementation Plan (SIP).
Attainment Area: A geographic area which is in compliance with the National and/or California ,
Ambient Air Quality Standards (NAAQS or CAAQS).
BACT (Best Available Control Technology): The most up-to-date methods, systems, techniques, and
production processes available to achieve the greatest feasible emission reductions for given regulated air
pollutants and processes. BACT is a requirement of NSR (New Source Review) and PSD (Prevention '
of Significant Deterioration).
CAAQS (California Ambient Air Quality Standard): A legal limit that specifies the maximum level ,
and time of exposure that can occur in the outside air for a given air pollutant and which is protective
of human health and public welfare (Health and Safety Code 39606b). CAAQSs are recommended by
the California Office of Environmental Health Hazard Assessment and adopted into regulation by the Air
Resources Board. CAAQSs are the standards which must be met per the requirements of the California ,
Clean Air Act.
CARB (California Air Resources Board): The state's lead air quality agency consisting of a nine-
member, Governor-appointed board. It is responsible for attainment and maintenance of state and Federal
air quality standards and is fully responsible for motor vehicle pollution control. It oversees county and
regional air pollution management programs. '
CCAA (California Clean Air Act): California law passed in 1988 which provides the basis for air
quality planning and regulation independent of Federal regulations. A major element of the act is the ,
requirement that local APCDs/AQMDs in violation of the CAAQS must prepare attainment plans which
identify air quality problems, causes, trends, and actions to be taken to attain and maintain California's
air quality standards by the earliest practicable date.
CEQA (California Environmental Quality Act): A California law which sets forth a process for public
agencies to make informed decisions on discretionary project approvals. The process aids decision
makers to determine whether any environmental impacts are associated with a proposed project. It
requires that environmental impacts associated with a proposed project be eliminated or reduced and that
air quality mitigation measures be implemented.
EPA (Environmental Protection Agency): The United states agency charged with setting policy and ,
guidelines and carrying out legal mandates for the protection of national interests in environmental
resources. '
FIP (Federal Implementation Plan): In the absence of an approved state Implementation Plan (SIP),
a plan prepared by the EPA which provides measures that nonattainment areas must take to meet the '
requirements of the Federal Clean Air Act.
Indirect Source: Any facility, building, structure, or installation, or combination thereof, which '
generates or attracts mobile source activity that results in emissions of any pollutant (or precursor) for
53 '
which there is a state ambient air quality standard. Examples of indirect sources include employment
sites, shopping centers, sports facilities, housing developments, airports, commercial and industrial
development, and parking lots and garages.
Indirect Source Control Program: Rules, regulations, local ordinances and land-use controls, and other
regulatory strategies of air pollution control districts or local governments used to control or reduce
emissions associated with new and existing indirect sources. Indirect source control programs include
regulatory strategies such as transportation control measures (e.g., South Coast's Regulation XV for
employer-based trip reduction); parking charges; land-use controls that reduce the need for vehicle travel
and increase transit, bicycle, and pedestrian access; and source-specific regulations such as truck idling
and travel schedule requirements.
Indirect Source Review: A major component of an indirect source control program which applies to
new and modified indirect sources. Strategies for indirect source review include permit programs; review
and comment on new and modified indirect source projects through the California Environmental Quality
Act (CEQA) process; and coordination of air quality, transportation, and land-use policies through local
government general plans. Indirect source review reduces emissions from new and modified sources
through best available mitigation measures and additional off-site mitigation such as offsets and mitigation
' fees.
NAAQS (National Ambient Air Quality Standards): Standards set by the Federal EPA for the
maximum levels of air pollutants which can exist in the outdoor air without unacceptable effects on
human health or the public welfare.
NSR (New Source Review): A program used to permit new or modified industrial facilities which are
in a nonattainment area and which emit nonattainment criteria air pollutants. The two major requirements
of NSR are Best Available Control Technology and Emission Offset.
Nonattainment Area: A geographic area identified by the EPA and/or ARB as not meeting either
NAAQS or CAAQS standards for a given pollutant.
SIP (state Implementation Plan): A document prepared by each state describing existing air quality
conditions and measures which will be taken to attain and maintain national ambient air quality standards
(see AQMP).
Transportation Control Measure (TCM): Any control measure to reduce vehicle trips, vehicle use,
vehicle miles traveled, vehicle idling, or traffic congestion for the purpose of reducing motor vehicle
emissions. TCMs could include encouraging the use of carpools and mass transit.
2. TECHNICAL SECTION
Introduction to Technical Terms
' Air quality management and regulations are dependent on information gathered from a number of
technical disciplines. These include the study of the health and environmental effects of pollutants,
air quality sampling and pollutant measurement, data management and analysis, and control
' technology development. This section of the glossary is intended to give the reader a general
understanding of the air-related terms most commonly used in these sciences.
54
Technical Terms '
Acid Rain: Rain which is especially acidic (pH < 5,2). Principal components of acid rain typically
include nitric and sulfuric acid. These may be formed by the combination of nitrogen and sulfur oxides '
with water vapor in the atmosphere.
Air Pollutants: Amounts of foreign and/or natural substances occurring in the atmosphere that may '
result in adverse effects on humans, animals, vegetation, and/or materials.
BACT (Best Available Control Technology): The most up-to-date methods, systems, techniques, and '
production processes available to achieve the greatest feasible emission reductions for given regulated air
pollutants and processes. BACT is a requirement of NSR (New Source Review) and PSD (Prevention
of Significant Deterioration).
CO (Carbon Monoxide): A colorless, odorless gas resulting from the incomplete combustion of fossil
fuels. Over 80 percent of the CO emitted in urban areas is contributed by motor vehicles. CO interferes '
with the blood's ability to carry oxygen to the body's tissues and results in numerous adverse health
effects. CO is a criteria air pollutant.
CO2 (Carbon Dioxide): A colorless, odorless gas that occurs naturally in the earth's atmosphere.
Significant quantities are also emitted into the air by fossil fuel combustion. Emissions of CO2 have been
implicated with increasing the greenhouse effect.
Fugitive Dust: Dust particles which are introduced into the air through certain activities such as soil '
cultivation, off-road vehicles, or any vehicles operating on open fields or dirt roadways.
Greenhouse Effect: The warming effect of the earth's atmosphere on the earth. Light energy from the
sun which passes through the earth's atmosphere is absorbed by the earth's surface and re-radiated into
the atmosphere as heat energy. The heat energy is then trapped by the atmosphere, creating a situation '
similar to that which occurs in a greenhouse or a car with its windows rolled up. Many scientists believe
that the emission of CO2 and other gasses into the atmosphere may increase the greenhouse effect and
contribute to global warming.
Hydrocarbon: Any of a large number of compounds containing various combinations of hydrogen and
carbon atoms. They may be emitted into the air as a result of fossil fuel combustion, fuel volatization,
and solvent use, and are a major contributor to smog. (Also see ROG). '
Inversion: A layer of warm air in the atmosphere that lies over a layer of cooler air, trapping pollutants.
Nitrogen Oxides (Oxides of Nitrogen, NOJ: A general term pertaining to compounds of nitric oxide '
(NO), nitrogen dioxide(NO2), and other oxides of nitrogen. Nitrogen oxides are typically created during
combustion processes and are major contributors to smog formation and acid deposition. NO2 is a criteria
air pollutant and may result in numerous adverse health effects.
Ozone: A strong smelling, pale blue, reactive toxic chemical gas consisting of three oxygen atoms. It '
is a product of the photochemical process involving the sun's energy. Ozone exists in the upper
atmosphere ozone layer as well as at the earth's surface. Ozone at the earth's surface causes numerous
adverse health effects and is a criteria air pollutant. It is a major component of smog. ,
Ozone Layer: A layer of ozone 12 to 15 miles above the earth's surface which helps to filter out
harmful ultraviolet rays from the sun. It may be contrasted with ground-level ozone which exists at the
earth's surface and is a harmful component of photochemical smog. A primary concern is that
55 ,
compounds such as chlorofluorocarbons (CFCs)used in air conditioning systems are depleting the ozone
layer. Stringent Federal requirements will phase out production of chlorofluorocarbons in the U.S. by
the year 2000.
Ozone Precursors: Chemicals such as hydrocarbons and oxides of nitrogen, occurring either naturally
or as a result of human activities, which contribute to the formation of ozone, a major component of
1 smog.
PM-10 (Particulate Matter): A major air pollutant consisting of tiny solid or liquid particles of soot,
dust, aerosols, fumes, and mists. The size of the particles (10 microns or smaller, about 0.0004 inch or
less) allows them to easily enter the air sacs deep in the lungs where they may be deposited to result in
adverse health effects. PM,o also causes visibility reduction and is a criteria air pollutant.
ROG (Reactive Organic Gas): A reactive chemical gas composed of hydrocarbons that may contribute
to the formation of smog. Also sometimes referred to as Non-Methane Organic Compounds (NMOCs).
' Smog: A combination of smoke, ozone, hydrocarbons, nitrogen oxides, and other chemically reactive
compounds which, under certain conditions of weather and sunlight, may result in a murky brown haze
' that causes adverse health effects. The primary source of smog in California is motor vehicles.
Smoke: A form or air pollution consisting primarily of particulate matter (i.e., particles). Other
components of smoke include gaseous air pollutants such as hydrocarbons, oxides of nitrogen, and carbon
' monoxide. Sources of smoke may include fossil fuel combustion, agricultural burning, and other
combustion processes.
' Stationary Sources: Nonmobile sources such as power plants, refineries, and manufacturing facilities
which emit air pollutants. (Contrast with mobile sources.)
' Toxic Hot Spot: An area where the concentration of air toxics is significantly higher than background
levels and where individuals may be exposed to an elevated risk of adverse health effects. Toxic hot spot
sources can include landfills, sewage treatment plants, and numerous other operations.
2-14-94
PROAAWELEMENT
56
ANALYSIS
RMINES THRESHOLDS NOT EXCEEDED
ON CMP HWY NETWORK AND NEEDM
.CT ON AIR QUALITY OR ENVIRONMENT
LOCAL AGENCY CAUSES DEVELOPMENT
OF AIR QUALITY ANALYSIS, AND/OR
TRAFFIC ANALYSIS AND TRAFFIC
MITIGATION MONITORING PLAN USING
APPROVED RTPA TRAFFIC MODEL
AND AQMD AIR QUALITY MODEL AND
AIR QUALITY MITIGATIONS
EVIRONMENTAL DETERMINATION:
TS ANNUAL TRAFFIC MODELING � LOCAL AGENCY DETERMINES IF NEGATIVE NEGATIVE DECO
FFECT OF ALL PROJECTS DECLARATION OR DRAFT EIR IS NEEDED
IORK
- T
DRAFT EIR REQUIRED
I
I
I
I
LOCAL AGENCY HOLDS PUBLIC HEARING
- I ON DRAFT EIR AND MITIGATION PLAN
S IF MITIGATIONS OF A DEFICIENCY
TO MAINTAIN LEVEL OF SERVICE
JETWORK I
I GOVERNMENTAL AGENCY DISPUTE
REGARDING: 1) TRAFFIC ANALYSIS ryQp�RC
2) MITIGATION PLAN 3) AIR LJIr�V G
QUALITY ANALYSIS
I
I
FNO DME
F
SPUTE NEGOTIATED AND RESOLVED B FINAL EIR CERTIFIED OR NEGATNE DECLAFECTED AGENCIES AND DEVELOPER ISSUED BY LOCAL AGENCY
I
CTS REGIONAL MONITORING I PROJECT AND MITIGATION MONITORING
TY TO TO SEE IF GOALS ARE PLAN APPROVED BY LOCAL AGENCY
?E SEE IF BEST AVAILABLE
2E WORKING J
4T.FR,—TAFGFAlTcDN
AND/OR AIR QUALITY MONITORING
CARRIED OUT BY LOCAL AGENCY
LOCAL AGENCIES
-S AND COUNTY
ADVISED OF AQMD ,
OMMENDATIOIONS
i