HomeMy Public PortalAbout4d-AirQualityNOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
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D. AIR QUALITY
This section has been prepared using methodologies and assumptions recommended in the
air quality impact assessment guidelines of the Northern Sierra Air Quality Management
District (NSAQMD).1 In keeping with these guidelines, this section describes existing air
quality in Truckee and the Nevada County Area, impacts of future traffic on local carbon
monoxide levels, impacts of land use related vehicular emissions that have regional effects,
and other effects of the project related to air quality. Mitigation measures to reduce or
eliminate potentially significant air quality impacts are identified, where appropriate.
1. Setting
The following discussion provides an overview of existing air quality conditions in the
region and in Truckee. Ambient standards and the regulatory framework relating to air
quality are summarized. Climate, air quality conditions, and typical air pollutant types and
sources are also described.
a. Air Quality Standards, Regulatory Framework and Attainment Status. Air quality
standards, the regulatory framework, and State and federal attainment status are discussed
below.
(1) Air Quality Standards. Both the State and federal governments have established
health-based Ambient Air Quality Standards for six air pollutants: carbon monoxide (CO),
ozone (O3), nitrogen dioxide (NO2), sulfur dioxide (SO2), lead (Pb), and suspended
particulate matter (PM). In addition, the State has set standards for sulfates, hydrogen
sulfide, vinyl chloride and visibility- reducing particles. These standards are designed to
protect public health and welfare with a reasonable margin of safety.
In addition to primary and secondary Ambient Air Quality Standards, the State of California
has established a set of episode criteria for O3, CO, NO2, SO2, and PM. These criteria refer
to episode levels representing periods of short-term exposure to air pollutants that actually
threaten public health. Health effects are progressively more severe as pollutant levels
increase from Stage One to Stage Three.
California Ambient Air Quality Standards and National Ambient Air Quality Standards for the
criteria air pollutants are listed in Table IV.D-1. Health effects of these criteria pollutants are
described in Table IV.D-2.
(2) Air Quality Regulatory Framework. The Federal Clean Air Act governs air
quality in the United States. In addition to being subject to federal requirements, air quality
in California is also governed by more stringent regulations under the California Clean Air
1 Northern Sierra Air Quality Management District. Website: http://www.myairdistrict.com/.
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Table IV.D-1 Federal and State Ambient Air Quality Standards
Pollutant
Averaging
Time
California Standardsa Federal Standardsb
Concentrationc Method d Primaryc,e Secondaryc,f Methodg
Ozone
(O3)
1-Hour 0.09 ppm
(180 μg/m3) Ultraviolet
Photometry
No federal
standard Same as
Primary
Standard
Ultraviolet
Photometry 8-Hour 0.070 ppm
(137 μg/m3)
0.08 ppm
(147 μg/m3)
Respirable
Particulate
Matter
(PM10)
24-Hour 50 μg/m3
Gravimetric or
Beta Attenuation
150 μg/m3
Same as
Primary
Standard
Inertial
Separation
and
Gravimetric
Analysis
Annual
Arithmetic
Mean
20 μg/m3 –
Fine
Particulate
Matter
(PM2.5)
24-Hour No Separate State Standard 35 μg/m3
Same as
Primary
Standard
Inertial
Separation
and
Gravimetric
Analysis
Annual
Arithmetic
Mean
12 μg/m3 Gravimetric or
Beta Attenuation 15 μg/m3
Carbon
Monoxide
(CO)
8-Hour 9.0 ppm
(10 mg/m3) Non-Dispersive
Infrared
Photometry
(NDIR)
9 ppm
(10 mg/m3)
None
Non-
Dispersive
Infrared
Photometry
(NDIR)
1-Hour 20 ppm
(23 mg/m3)
35 ppm
(40 mg/m3)
8-Hour
(Lake Tahoe)
6 ppm (7
mg/m3) –
Nitrogen
Dioxide
(NO2)
Annual
Arithmetic
Mean
0.03 ppm
(56 μg/m3) Gas Phase
Chemilumin-
escence
0.053 ppm
(100 μg/m3) Same as
Primary
Standard
Gas Phase
Chemilumin-
escence 1-Hour 0.18 ppm
(339 μg/m3) –
Lead
30-day
average 1.5 μg/m3
Atomic
Absorption
– – High-Volume
Sampler and
Atomic
Absorption
Calendar
Quarter – 1.5 μg/m3
Same as
Primary
Standard
Sulfur
Dioxide
(SO2)
Annual
Arithmetic
Mean
–
Ultraviolet
Fluorescence
0.030 ppm
(80 μg/m3) –
Spectrophot
o-metry
(Pararosanili
ne Method)
24-Hour 0.04 ppm
(105 μg/m3)
0.14 ppm
(365 μg/m3) –
3-Hour – –
0.5 ppm
(1300
μg/m3)
1-Hour 0.25 ppm
(655 μg/m3) – –
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Pollutant
Averaging
Time
California Standardsa Federal Standardsb
Concentrationc Method d Primaryc,e Secondaryc,f Methodg
Visibility-
Reducing
Particles
8-Hour
Extinction coefficient of 0.23 per
kilometer - visibility of 10 miles
or more (0.07–30 miles or more
for Lake Tahoe) due to particles
when relative humidity is less
than 70 percent. Method: Beta
Attenuation and Transmittance
through Filter Tape.
No
Federal
Standards
Sulfates 24-Hour 25 μg/m3 Ion
Chromatography
Hydrogen
Sulfide 1-Hour 0.03 ppm
(42 μg/m3)
Ultraviolet
Fluorescence
Vinyl
Chlorideh 24-Hour 0.01 ppm
(26 μg/m3)
Gas
Chromatography
a California standards for ozone, carbon monoxide (except Lake Tahoe), sulfur dioxide (1 and 24 hour), nitrogen
dioxide, suspended particulate matter—PM10, PM2.5, and visibility reducing particles, are values that are not to
be exceeded. All others are not to be equaled or exceeded. California ambient air quality standards are listed in
the Table of Standards in Section 70200 of Title 17 of the California Code of Regulations.
b National standards (other than ozone, particulate matter, and those based on annual averages or annual
arithmetic mean) are not to be exceeded more than once a year. The ozone standard is attained when the fourth
highest eight hour concentration in a year, averaged over three years, is equal to or less than the standard. For
PM10, the 24 hour standard is attained when the expected number of days per calendar year with a 24-hour
average concentration above 150 μg/m3 is equal to or less than one. For PM2.5, the 24 hour standard is attained
when 98 percent of the daily concentrations, averaged over three years, are equal to or less than the standard.
Contact U.S. EPA for further clarification and current federal policies.
c Concentration expressed first in units in which it was promulgated. Equivalent units given in parentheses are
based upon a reference temperature of 25°C and a reference pressure of 760 torr. Most measurements of air
quality are to be corrected to a reference temperature of 25°C and a reference pressure of 760 torr; ppm in this
table refers to ppm by volume, or micromoles of pollutant per mole of gas.
d Any equivalent procedure which can be shown to the satisfaction of the ARB to give equivalent results at or near
the level of the air quality standard may be used.
e National Primary Standards: The levels of air quality necessary, with an adequate margin of safety to protect the
public health.
f National Secondary Standards: The levels of air quality necessary to protect the public welfare from any known or
anticipated adverse effects of a pollutant.
g Reference method as described by the EPA. An “equivalent method” of measurement may be used but must have
a “consistent relationship to the reference method” and must be approved by the EPA.
h The ARB has identified lead and vinyl chloride as 'toxic air contaminants' with no threshold level of exposure for
adverse health effects determined. These actions allow for the implementation of control measures at levels
below the ambient concentrations specified for these pollutants.
Source: ARB, 2008.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
Table IV.D-2 Health Effects of Air Pollutants
Pollutant Health Effects Examples of Sources
Suspended
Particulate Matter
(PM2.5 and PM10)
Reduced lung function
Aggravation of the effects of
gaseous pollutants
Aggravation of respiratory and
cardio respiratory diseases
Increased cough and chest
discomfort
Soiling
Reduced visibility
Stationary combustion of solid fuels
Construction activities
Industrial processes
Atmospheric chemical reactions
Ozone
(O3)
Breathing difficulties
Lung damage
Formed by chemical reactions of air
pollutants in the presence of
sunlight; common sources are
motor vehicles, industries, and
consumer products
Carbon Monoxide
(CO)
Chest pain in heart patients
Headaches, nausea
Reduced mental alertness
Death at very high levels
Any source that burns fuel such as
cars, trucks, construction and
farming equipment, and residential
heaters and stoves
Lead
(Pb)
Organ damage
Neurological and reproductive
disorders
High blood pressure
Metals processing
Fuel combustion
Waste disposal
Nitrogen Dioxide
(NO2) Lung damage See carbon monoxide sources
Toxic Air
Contaminants
Cancer
Chronic eye, lung, or skin irritation
Neurological and reproductive
disorders
Cars and trucks, especially diesels
Industrial sources such as chrome
platers
Neighborhood businesses such as
dry cleaners and service stations
Building materials and products
Source: ARB and EPA, 2007.
Act. At the federal level, the United States Environmental Protection Agency (EPA) admin-
isters the Clean Air Act (CAA). The California CAA is administered by the California Air
Resources Board (ARB) at the State level and by the Air Quality Management Districts at the
regional and local levels. The NSAQMD regulates air quality at the regional level.
Federal CAA. The 1970 Federal CAA authorized the establishment of national health-
based air quality standards and also set deadlines for their attainment. The Federal CAA
Amendments of 1990 changed deadlines for attaining national standards as well as the
remedial actions required of areas of the nation that exceed the standards. Under the CAA,
State and local agencies in areas that exceed the national standards are required to develop
State Implementation Plans to demonstrate how they will achieve the national standards for
ozone by specified dates. The CAA requires that projects receiving federal funds demon-
strate conformity to the approved State Implementation Plan and local air quality attainment
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IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
plan for the region. Conformity with the State Implementation Plan requirements also
satisfies the CAA requirements.
California CAA. In 1988, the California CAA required that all air districts in the State
endeavor to achieve and maintain California Ambient Air Quality Standards for CO, Ozone,
SO2 and NO2 by the earliest practical date. The California CAA provides districts with new
authority to regulate indirect sources and mandates that air quality districts focus particular
attention on reducing emissions from transportation and area-wide emission sources. Each
district plan is to achieve a 5 percent annual reduction, averaged over consecutive three-
year periods, in district-wide emissions of each nonattainment pollutant or its precursors.
Additional physical or economic development within the region would tend to impede the
emissions reduction goals of the California CAA. Generally, the State standards for these
pollutants are more stringent than the national standards.
United States Environmental Protection Agency. The EPA is responsible for enforc-
ing the Federal CAA. The EPA is also responsible for establishing the National Ambient Air
Quality Standards (NAAQS). The NAAQS are required under the 1977 CAA and subsequent
amendments. The EPA regulates emission sources that are under the exclusive authority of
the federal government, such as aircraft, ships, and certain types of locomotives. The
agency has jurisdiction over emission sources outside state waters (e.g., beyond the outer
continental shelf) and establishes various emission standards, including those for vehicles
sold in states other than California.
California Air Resources Board. In California, the ARB, which is part of the California
Environmental Protection Agency (Cal EPA), is responsible for meeting the State require-
ments of the Federal CAA, administering the California CAA, and establishing the California
Ambient Air Quality Standards (CAAQS). The California CAA, as amended in 1992, requires
all air districts in the State to endeavor to achieve and maintain the California Ambient Air
Quality Standards (CAAQS). The CAAQS are generally more stringent than the corresponding
federal standards and incorporate additional standards for sulfates, hydrogen sulfide, vinyl
chloride and visibility reducing particles. The ARB regulates mobile air pollution sources,
such as motor vehicles. Automobiles sold in California must meet the stricter emission
standards established by the ARB. The agency is responsible for setting emission standards
for vehicles sold in California and for other emission sources, such as consumer products
and certain off-road equipment. The ARB established passenger vehicle fuel specifications,
which became effective on March 1996. Since 1996, Executive Order D-5-99 was signed on
March 25, 1999, which directs the phase-out of methyl tertiary butyl ether (MTBE) in
California's gasoline by December 31, 2002. The Executive Order also directs the ARB to
adopt gasoline regulations to facilitate the removal of MTBE without reducing the emissions
benefits of the existing program. Additional refinements and amendments to the
reformulated gasoline regulations were made in 2004 and 2007; the most recent California
reformulated gasoline regulation became effective on August 29, 2008.
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The ARB oversees the functions of local air pollution control districts and air quality
management districts, which in turn administer air quality activities at the regional and
county level.
Air Quality and Land Use Handbook. The ARB has also developed an Air Quality and
Land Use Handbook 2 which is intended to serve as a general reference guide for evaluating
and reducing air pollution impacts associated with new projects that go through the land
use decision-making process. The ARB handbook recommends that planning agencies
strongly consider proximity to these sources when finding new locations for "sensitive" land
uses such as homes, medical facilities, daycare centers, schools and playgrounds.
Air pollution sources of concern include freeways, rail yards, ports, refineries, distribution
centers, chrome plating facilities, dry cleaners and large gasoline service stations. Key
recommendations in the Handbook include taking steps to avoid siting new, sensitive land
uses (including residences, day care centers, playgrounds or medical facilities):
Within 500 feet of a freeway, urban roads with 100,000 vehicles / day or rural roads
with 50,000 vehicles/day.
Within 1,000 feet of a major service and maintenance rail yard.
Immediately downwind of ports (in the most heavily impacted zones) and petroleum
refineries.
Within 300 feet of any dry cleaning operation (for operations with two or more
machines, provide 500 feet).
Within 300 feet of a large gas station (defined as a facility with a throughput of 3.6
million gallons per year or greater).
The Handbook specifically states that these recommendations are advisory and acknowl-
edges land use agencies have to balance other considerations, including housing and
transportation needs, economic development priorities, and other quality of life issues.
Northern Sierra Air Quality Management District. The three-county Northern Sierra
area is considered, in air quality terms, an air basin. Overall, the air quality conditions in
Nevada County are fairly good due to favorable climate conditions that result in moderate
temperatures and good ventilation. However, exceedances of air quality standards for ozone
and respirable particulate matter pose challenges for air pollution control agencies. Most of
Nevada County’s ozone is transported by wind from the Sacramento and Bay Areas. In 2004,
Western Nevada County was designated non-attainment for the federal 8-hour Ozone
2 California Air Resources Board, 2005. Air Quality and Land Use Handbook: A community
Health Perspective. April.
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Standard of 0.08 ppm; however, the eastern portion of Nevada County, including the Town
of Truckee, remains in attainment for the federal 8-hour Ozone Standard.
The NSAQMD is primarily responsible for assuring that the National and State ambient air
quality standards are attained and maintained in the counties of Nevada, Plumas and Sierra.
The NSAQMD is also responsible for adopting and enforcing rules and regulations
concerning air pollutant sources, issuing permits for stationary sources of air pollutants,
inspecting stationary sources of air pollutants, responding to citizen complaints, monitoring
ambient air quality and meteorological conditions, awarding grants to reduce motor vehicle
emissions, conducting public education campaigns, as well as many other activities. The
NSAQMD has jurisdiction over the three-county Northern Sierra area.
The NSAQMD has rules and regulations to protect regional air quality. District Rule 226
would be applicable to the proposed project. The rule requires the submittal of a Dust
Control Plan to the District for approval prior to any surface disturbance, including clearing
of vegetation. The NSAQMD would prefer to have the conditions of the Dust Control Plan
included in the General Notes and/or the Grading Plan for the project.
Local Policies. The Conservation and Open Space element of the Town of Truckee’s
General Plan includes the following policies related to air quality:
Policies
COS-13.1: Requires multi-family residential, commercial, industrial, subdivisions and other
discretionary development to maintain consistency with the goals, policies and control
strategies of the Town’s Particulate Matter Air Quality Plan.
COS-13.2: Existing non-paved roads within new development and subdivision, and existing off-
site non-paved roads that serve new development and subdivisions shall be paved to the extent
necessary to offset emissions generated by the development and subdivision traffic to the
degree feasible. New non-paved roads shall not be allowed for new development and
subdivisions except for single-family residences, secondary residential units and duplexes on
existing lots. New paving shall take into consideration the policies under Goal COS-11
concerning minimization of impacts to water quality and groundwater recharge that may result
from increases in paved areas.
COS-13.3: Require all construction projects to implement dust control measures to reduce
particulate matter emissions due to disturbance of exposed top-soils. Such measures would
include watering of active areas where disturbance occurs, covering haul loads, maintaining
clean access roads, and cleaning the wheels of construction vehicles accessing disturbed areas
of the site.
COS-14.1: Minimize potential impacts created by unpleasant odors, as well as other airborne
pollutants from industrial and commercial developments.
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COS-14.2: Prohibit sensitive receptors such as residential uses, schools and hospitals, from
locating in the vicinity of industrial and commercial uses known to emit toxic, hazardous or
odoriferous air pollutants, and prohibit the establishment of such uses in the vicinity of
sensitive receptors.
COS-14.3: Reduce automobile dependence, thereby reducing greenhouse gas emissions, by
encouraging mixed land use patterns that locate services such as banks, child care facilities,
schools, neighborhood shopping centers and restaurants in close proximity to employment
centers and residential neighborhoods.
COS-14.4: Review all discretionary development applications to determine the need for
pedestrian/bike paths connecting to adjacent development and services, in order to provide
alternatives to automobile transportation.
COS-14.5: Encourage the use of alternative fuels in vehicle fleets operated by local ski resorts,
local Special Districts, and by the Town.
COS-14.6: Work with the NSAQMD to accurately monitor PM10, Carbon Monoxide, and other
regulated air pollutants in Truckee, and to upgrade its facilities as needed in the future to
ensure that accurate monitoring is maintained.
COS-14.7: Promote the use of public and private transit services within Truckee and between the
Town and ski resorts and other destinations in the Tahoe area.
COS-14.8: Require developers of projects that would locate sensitive receptors such as
residences within the California Air Resource Board’s recommended buffer of 500 feet of I-80
and the railway to prepare a health risk assessment to determine the significance of the impact,
and to incorporate project-specific mitigations to minimize or avoid this risk.
COS-14.9: Require new development with the potential to generate significant quantities of
ozone precursor air pollutants to be analyzed in accordance with guidelines provided by the
NSAQMD and appropriate mitigation be applied to the project to minimize these emissions.
The Town of Truckee has also taken several steps to improve air quality and reduce
particulate matter pollution. In response to poor air quality conditions and the designation
of a nonattainment area from the EPA, the Town Council adopted the Particulate Matter Air
Quality Management Plan 3 in order to improve air quality. The goal of this air quality
management plan is as follows:
“The Town shall achieve and maintain compliance with National Ambient Air Quality
Standards for PM10 and PM2.5 as established by the United States Environmental
Protection Agency. The Town shall strive to achieve compliance with State Ambient Air
3 Town of Truckee, 1999. Particulate Matter Air Quality Management Plan. July 15.
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Quality Standards for PM10 as established by State law and shall make reasonable
progress toward achieving State particulate matter standards.”
The Particulate Air Quality Management Plan includes nine objectives, the first of which
states that new development will mitigate to the maximum extent feasible its particulate
matter emissions from solid fuel burning devices and re-entrained road dust. In addition,
the plan contains several Control Strategies that are applicable to the project, including
Construction/Grading Regulations, Large Project Emissions Offset, and Road Surfacing. The
implementation guidelines for each of these strategies are summarized below.
Construction/Grading Regulations:
(1) Best Available Control Measures (BACM) will be used in implementing development
regulations. Because broom or mechanical sweeping does not control particulate matter
emissions but rather entrains dust into the air, broom or mechanical sweeping is not
considered a BACM without other measures to control dust during sweeping.
(2) Paved access points or aprons onto Town streets should be installed at the beginning of
construction of large projects. The aprons should be flushed and swept at least once daily.
(3) Grading Ordinance provisions should be adopted to identify temporary and permanent
erosion control measures and require on-going monitoring of project grading. Plan Area
inspections should be required before grading is initiated to ensure all necessary control
measures, including proper staking and tree protection measures, are in place.
(4) A dust suppression plan should be required with grading plans for larger projects. Regular
watering and other dust-preventive measures (e.g., hydroseeding, revegetation) should
occur on a frequent basis during project construction.
(5) For larger projects, securities or bonds may be required to ensure that dust control
measures are properly implemented during grading.
Large Project Emissions Offset:
(1) A large development project will be considered a project that results in 100 or more single-
family residential lots, 200 or more multi-family residential units, 40,000 square feet or
more of office, commercial, and/or industrial floor space, or any equivalent combination
thereof.
(2) Guidelines and methodologies will be developed by Town staff with the assistance of the
Northern Sierra Air Quality Management District to calculate particulate matter emissions
and identify feasible mitigation measures. The guidelines will identify those emission
sources for which emissions must be estimated (e.g., wood combustion devices, vehicle
emissions, re-entrained road dust both on- and off-site) and list feasible mitigation
measures that may be implemented to offset emissions.
(3) Emissions generated by the project shall be offset by 100 percent upon implementation of
the mitigation measures. The offset should be proportional to fine and coarse particulate
matter emissions generated by the project. For example, if 40 percent of the project’s
particulate matter emissions are fine, then 40 percent of the offset should be directed to
reducing fine particulate matter emissions.
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(4) If there are not sufficient measures that can be implemented to offset project emissions, a
mitigation fee ($ per annual ton) may be paid in-lieu of other mitigation measures. The
amount of the mitigation fee will be determined as part of the guidelines and methodology
to be developed as part of this control strategy. The mitigation fees will be used as part of
the Town’s air quality mitigation funds to study and reduce particulate matter pollution and
to implement other control strategies.
Road Surfacing:
(1) Projects and subdivisions will be required to offset (by paving of roadways) 100 percent of
their emissions generated by new traffic on non-paved roadways. Exemptions will be
provided for single-family residences, duplexes, and secondary residential units constructed
on existing lots and for subdivision roads that provide access to four or less parcels.
(3) Attainment Status Designations. The California Air Resources Board is required
to designate areas of the State as attainment, nonattainment or unclassified for any State
standard. An “attainment” designation for an area signifies that pollutant concentrations did
not violate the standard for that pollutant in that area. A “nonattainment” designation
indicates that a pollutant concentration violated the standard at least once, excluding those
occasions when a violation was caused by an exceptional event, as defined in the criteria.
An “unclassified” designation signifies that data does not support either an attainment or
nonattainment status. The California Clear Air Act divides districts into moderate, serious,
and severe air pollution categories, with increasingly stringent control requirements
mandated for each category.
The U.S. EPA designates areas for O3, CO, and NO2 as either “does not meet the primary
standards,” or “cannot be classified,” or “better than national standards.” For SO2, areas are
designated as “does not meet the primary standards,” “does not meet the secondary
standards,” “cannot be classified,” or “better than national standards.” In 1991, new
nonattainment designations were assigned to areas that had previously been classified as
Group I, II, or III for PM10 based on the likelihood that they would violate national PM10
standards. All other areas are designated “unclassified.” Table IV.D-3 provides a summary of
the attainment status for the Nevada County with respect to national and State ambient air
quality standards. As noted in the table footnotes, while western Nevada County has
recently been designated as non-attainment for the federal 8-hour Ozone Standard, the
eastern portion of Nevada County, including the Town of Truckee, remains in attainment for
the federal 8-hour Ozone Standard.
b. Existing Climate and Air Quality. The following discussion provides brief summaries
of regional air quality, local climate and air quality, and air pollution climatology.
(1) Regional Air Quality. The Town of Truckee and the Martis Valley Region is in a
mountain-type air basin. Mountainous terrain surrounding the region limits the mixing of air
near the surface, and because of the high elevation, radiative cooling is considerable.
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Table IV.D-3 NSAQMD Nevada County Attainment Status
Pollutant
Averaging
Time
California Standardsa National Standardsb
Concentration
Attainment
Status Concentration
Attainment
Status
Carbon Monoxide
(CO)
8-Hour 9.0 ppm
(10 mg/m3) Unclassified 9.0 ppm
(10 mg/m3) Attainmentc
1-Hour 20.0 ppm
(23 mg/m3) Attainment 35.0 ppm
(40 mg/m3) Attainment
Nitrogen Dioxide
(NO2)
Annual
Mean
0.03 ppm
(56 μg/m3) Not Applicable 0.053 ppm
(100 μg/m3) Attainment
1-Hour 0.18 ppm
(338 μg/m3) Attainment Not
Applicable Not Applicable
Ozone (O3)
8-Hour 0.070 ppm c
(137 μg/m3) Nonattainment 0.08 ppm
(147 μg/m3) Nonattainment d
1-Hour 0.09 ppm
(180 μg/m3) Nonattainment Not Applicable Not Applicable
Suspended
Particulate Matter
(PM10)
Annual
Mean 20 μg/m3 Nonattainment Not Applicable Not Applicable
24-Hour 50 μg/m3 Nonattainment 150 μg/m3 Unclassified
Suspended
Particulate Matter
(PM2.5)
Annual
Mean 12 μg/m3 Unclassified 15 μg/m3 Attainment
24-Hour Not
Applicable Not Applicable 35 μg/m3 Unclassified
Lead (pb)
30-Day
Average 1.5 μg/m Attainment Not Applicable Not Applicable
Calendar
Quarter
Not
Applicable Not Applicable 1.5 μg/m3 Attainment
Sulfur Dioxide
(SO2)
Annual
Mean
Not
Applicable Not Applicable 0.03 ppm
(80 μg/m3) Attainment
24-Hour 0.04 ppm
(105 μg/m3) Attainment 0.14 ppm
(365 μg/m3) Attainment
1-Hour 0.25 ppm
(655 μg/m3) Attainment Not
Applicable Not Applicable
a California standards for O3, CO (except Lake Tahoe), SO2 (1-hour and 24-hour), NO2 and PM10 are values that
are not to be exceeded. If the standard is for a 1-hour, 8-hour, or 24-hour average, then some measurements
may be excluded. In particular, measurements are excluded that ARB determines would occur less than once per
year on the average.
b National standards other than for 03 and those based on annual averages or annual arithmetic means are not to
be exceeded more than once a year. For example, the 03 standard is attained if, during the most recent 3-year
period, the average number of days per year with maximum hourly concentrations above the standard is equal to
or less than 1.
c Attainment status based on .08 ppm standard
d Only western Nevada County is non-attainment for the federal 8-hour standard. Eastern Nevada County,
including the Town of Truckee remains in attainment.
Notes: Lead (Pb) is not listed in the above table because it has been in attainment since the 1980s.
ppm = parts per million
mg/m3 = milligrams per cubic meter
μg/m3 = micrograms per cubic meter
Source: Northern Sierra Air Quality Management District, Northern Sierra Attainment Status, 2008.
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Radiative cooling occurs when the ground cools faster than the air at night, causing the
layer of air next to the ground in lower-lying valleys to be cooler; at high elevations where
there is less moisture in the air to retain heat from the daytime, the ground cools the air
faster. At nighttime, cold air sinks off the mountains into the basin, further lowering the
temperature. Thus, Truckee typically records the lowest temperature in the United States on
several days during the year, mostly in late spring through summer.
The Town of Truckee is within the jurisdiction of the NSAQMD, which regulates air quality
for Nevada, Plumas and Sierra Counties. Air quality conditions in the Northern Sierra area
have improved significantly since the NSAQMD was created in 1986. Ambient concentra-
tions of air pollutants and the number of days during which the region exceeds air quality
standards have fallen dramatically. Exceedances of air quality standards occur primarily
during meteorological conditions conducive to high pollution levels, such as cold, windless
winter nights or hot, sunny summer afternoons.
Ozone levels, measured by peak concentrations and the number of days over the State 1-
hour standard, have declined substantially as a result of aggressive programs by the
NSAQMD and other regional, State and federal agencies. The reduction of peak concentra-
tions represents progress in improving public health; however, the Northern Sierra area still
exceeds the State standard for 1-hour ozone.
Particulate matter is the primary pollutant of concern in Truckee. Inhalable particulate or
PM10 (particulate matter 10 microns or less in diameter) and PM2.5 (particulate matter 2.5
microns or less in diameter) refers to a wide variety of solid or liquid particles in the
atmosphere. These include smoke, dust, aerosols and metallic oxides. Some of these
particulates are considered toxic. Although particulates are found naturally in the air, most
particulate matter found in the region are emitted either directly or indirectly by motor
vehicles, industry, construction, wood burning, re-entrained road dust, and wind erosion of
disturbed areas. Most PM2.5 is comprised of combustion products (i.e. soot). High levels of
PM10 and PM2.5 can lead to adverse health effects, nuisance concerns and reduced
visibility. The Northern Sierra area is considered a nonattainment area for PM10 and PM2.5
relative to the State standard, and unclassified for the federal standards.
No exceedances of the State or federal CO standards have been recorded at any of the
region’s monitoring stations since 1991. The Northern Sierra area is currently considered a
maintenance area for State and federal CO standards.
Toxic air contaminants (TACs) are not criteria pollutants, but are associated with health-
related effects and have appreciable concentrations within the Northern Sierra area. The U.S.
EPA and the ARB have identified over 800 substances that are emitted into the air that may
affect human health. Some of these substances are considered to be carcinogens, while
others are known to have other adverse health effects. As part of ongoing efforts to identify
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and assess potential health risks to the public, the NSAQMD has collected and compiled air
toxics emissions data from industrial and commercial sources of air pollution throughout
the three-county area. Monitoring data and emissions inventory of toxic air contaminants
helps the NSAQMD determine health risk to Northern Sierra residents. The 2003 emissions
inventory shows that emissions of many TACs are decreasing in the Nevada, Plumas and
Sierra Counties.
Ambient monitoring concentrations of TACs indicate that pollutants emitted primarily from
motor vehicles (1,3-butadiene and benzene) account for slightly over one half of the average
calculated cancer risk from ambient air in the Northern Sierra area. According to the
NSAQMD, ambient benzene levels declined dramatically in 1996 with the advent of Phase 2
reformulated gasoline. Due to this reduction, the calculated average cancer risk based on
monitoring results has been reduced to 143 in one million; however, this risk does not
include the risk resulting from exposure to diesel particulate matter or other compounds
not monitored. Although not specifically monitored, recent studies indicate that exposure to
diesel particulate matter may contribute significantly to a cancer risk (approximately 500-
700 in one million) that is greater than all other measured TACs combined.4
Most of Nevada County’s ozone is transported by wind from the Sacramento and Bay Areas.
Ozone is formed by volatile compounds (VOC or ROG) and oxides of nitrogen (NOx) reacting
in sunlight, especially in hot days. Ozone is an unstable 3-oxygen molecule that oxidizes
substances it contacts. Nearly half of California’s ozone is from car and truck exhaust. The
rest is from power production, off-road equipment, industry, consumer products, vegetation
and other sources. As noted previously, the eastern portion of Nevada County, including the
Town of Truckee, remains in attainment for the federal 8-hour Ozone Standard.
The Federal Clean Air Act sets requirements for non-attainment areas. Western Nevada
County must prepare an Attainment Plan that meets these requirements and shows how
ozone levels will be lowered to meet standards as expeditiously as practicable. Over the
past year, the District adopted all applicable “reasonably available control technologies.”
Major air pollution sources are subject to an emission offset program, and federally funded
projects such as highway improvements must be shown to not make the problem worse.
Another requirement is that Western Nevada County must reduce its emissions of ozone
precursors by at least 3 percent per year. Most necessary reductions are expected from
Statewide measures and from cars becoming cleaner. Additional requirements vary
depending on an area’s classification, which is tied to a demonstration that the standard
can be met by a specific year.
(2) Local Climate and Air Quality. Air quality is a function of both local climate and
local sources of air pollution. The amount of a given air pollutant in the atmosphere is
4 Ibid.
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D. AIR QUALITY
determined by the amount of pollutant released and the atmosphere’s ability to transport
and/or dilute that pollutant. The major determinants of transport and dilution are wind,
atmospheric stability, terrain, and, for photochemical pollutants, sunshine.
Temperatures in Truckee range widely through the course of a day and through the year. In
summer, typical ranges are from 35 to 40 degrees Fahrenheit (F) in the morning to above
80 degrees (F) in the afternoons. Temperatures in winter can range from nearly zero
degrees (F) in the mornings to above 40 degrees (F) during the afternoon. Annually, mean
temperatures (as measured at Truckee USFS Ranger Station) range from an average
minimum of 15 degrees (F) in January to an average maximum of 82 degrees (F) in August.
The frost-free season in Truckee averages only 30 days. Although summer thunderstorms
are common, most precipitation falls from late October through early May with winter
precipitation usually taking the form of snow. The cold temperatures and snow cover on the
ground are conducive to the creation of temperature inversion layers.
Mountainous terrain surrounds the Truckee area and is most pronounced in the west and
the south. This area surrounded by mountainous terrain can be described as an air basin for
the Truckee region in which air freely circulates within the basin but can be prevented or
curtailed from leaving the basin by the higher elevations. The air pollution potential is
lowest for the parts of the subregion that are highly elevated, due largely to good ventila-
tion and less influx of pollutants from upwind sources. Pollutants can rise above these
higher elevations, but they can be prevented from escaping the basin by temperature
inversions. The occurrence of light winds in the evenings and early mornings occasionally
causes elevated pollutant levels. The air pollution potential is greater at the lower elevated
parts of this subregion because of the lower frequency of strong winds.
A temperature inversion is created when a stable mass of warmer air lies or sits atop a mass
of colder air. This prevents the cold air from rising and mixing with the warmer air. Moun-
tains surrounding a valley or basin act as a rim, much like the sides of a cup or bowl, and
prevent the cold air from moving laterally. The lack of air movement and turbulence
resulting from the inversion layer (acting as a lid) and the mountains (acting as the bowl)
curbs the dispersal of pollutants. Particulates cannot rise above the inversion layer, and
instead of dispersing and thinning out in a larger air volume, the particulates are trapped
within a smaller, confined air space. This increases particulate matter concentrations
because more and more particulate matter is concentrated in a smaller volume of air that
cannot expand to accommodate the increased particulate matter emissions
This subregion contains a variety of industrial air pollution sources. Some industries are
quite close to residential areas. The subregion is also traversed by frequently congested
freeways such as I-80 and Highway 89. Traffic and congestion, and the motor vehicle
emissions they generate, are increasing.
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Pollutant monitoring results for the years 2005 to 2007 are shown in Table IV.D-4. The
closest monitoring station to the Plan Area for O3, PM10 and PM2.5 is the Truckee-Fire
Station, Truckee. There is no available monitoring data from monitoring stations within the
three-county air basin for CO, NO2, and SO2 concentrations for the past three years. The
available air quality monitoring results indicate that air quality in the Plan Area has generally
been good during this three-year period. As indicated in the monitoring results, the State
O3 standard was exceeded seven times in the year 2006, and five times in 2007; while the
federal 8-hour O3 standard was exceeded four times in 2006. Federal PM10 standards were
exceeded once in this area during the three-year period. No violations of the State or federal
standards for PM2.5 were recorded at this station for the years 2005 to 2007.
c. Air Quality Issues. The section describes the key air quality issues in the Nevada
County area.
(1) Local Carbon Monoxide Hot Spots. Local air quality is most affected by CO
emissions from motor vehicles. CO is typically the pollutant of greatest concern because it
is created in abundance by motor vehicles and it does not readily disperse into the air.
Idling freight trains are also a source of CO emissions. Because CO does not readily
disperse, areas of vehicle congestion can create “pockets” of high CO concentration called
“hot spots.” These pockets have the potential to exceed the State 1-hour standard of 20.0
ppm and/or the 8-hour standard of 9.0 ppm.
While CO transport is limited, it disperses with distance from the source under normal
meteorological conditions. However, under certain extreme meteorological conditions, CO
concentrations near congested roadways or intersections may reach unhealthful levels that
adversely affect local sensitive receptors (e.g., residents, schoolchildren, the elderly,
hospital patients, etc.). Typically, high CO concentrations are associated with roadways or
intersections operating at unacceptable levels of service or with extremely high traffic
volumes. In areas with high ambient background CO concentration, modeling is
recommended to determine a project’s effect on local CO levels.
(2) Vehicle Emissions. Long-term air emission impacts are those associated with
changes in automobile travel within the City. Mobile source emissions would result from
vehicle trips associated with increased vehicular travel. As is true throughout much of the
U.S., motor vehicle use is projected to increase substantially in the region. The NSAQMD,
local jurisdictions, and other parties responsible for protecting public health and welfare will
continue to seek ways of minimizing the air quality impacts of growth and development in
order to avoid further exceedances of the standards.
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Table IV.D-4 Ambient Air Quality at the Truckee Monitoring Station
Pollutant Standard 2005 2006 2007
Carbon Monoxide (CO)
Maximum 1 hour concentration (ppm) ND ND ND
Number of days exceeded: State: > 20 ppm ND ND ND
Federal: > 35 ppm ND ND ND
Maximum 8 hour concentration (ppm) ND ND ND
Number of days exceeded: State: > 9 ppm ND ND ND
Federal: > 9 ppm ND ND ND
Ozone (O3)
Maximum 1 hour concentration (ppm) 0.080 0.092 0.081
Number of days exceeded: State: > 0.09 ppm 0 0 0
Maximum 8 hour concentration (ppm) 0.068 0.079 0.074
Number of days exceeded: State: > 0.07 ppm 0 7 5
Federal: > 0.75 ppm 0 4 0
Coarse Particulates (PM10)
Maximum 24 hour concentration (μg/m3) 127 167 ND
Number of days exceeded: State: > 50 μg/m3 ND ND ND
Federal: > 150 μg/m3 0 1 ND
Annual arithmetic average concentration (μg/m3) 29 29 ND
Exceeded for the year: State: > 20 μg/m3 Yes Yes ND
Federal: > 50 μg/m3 No No ND
Fine Particulates (PM2.5)
Maximum 24 hour concentration (μg/m3) 35 28 18
Number of days exceeded: Federal: > 65 μg/m3 0 0 0
Annual arithmetic average concentration (μg/m3) 6.8 6.3 6.0
Exceeded for the year: State: > 12 μg/m3 No No No
Federal: > 15 μg/m3 No No No
Nitrogen Dioxide (NO2)
Maximum 1 hour concentration (ppm) ND ND ND
Number of days exceeded: State: > 0.25 ppm ND ND ND
Annual arithmetic average concentration (ppm) ND ND ND
Exceeded for the year: Federal: > 0.053 ppm ND ND ND
Sulfur Dioxide (SO2)
Maximum 1 hour concentration (ppm) ND ND ND
Number of days exceeded: State: > 0.25 ppm ND ND ND
Maximum 3 hour concentration (ppm) ND ND ND
Number of days exceeded: Federal: > 0.5 ppm ND ND ND
Maximum 24 hour concentration (ppm) ND ND ND
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Pollutant Standard 2005 2006 2007
Number of days exceeded: State: > 0.04 ppm ND ND ND
Federal: > 0.14 ppm ND ND ND
Annual arithmetic average concentration (ppm) ND ND ND
Exceeded for the year: Federal: > 0.030 ppm ND ND ND
Notes: ppm = parts per million
μg/m3= micrograms per cubic meter
ND = No data. There was insufficient (or no) data for monitoring stations within the air basin to determine
the value.
Source: ARB and EPA Web sites. LSA Associates, Inc. 2008.
(3) Fugitive Dust. Fugitive dust emissions are generally associated with demolition,
land clearing, exposure of soils to the air, and cut and fill operations. Dust generated during
construction varies substantially on a project-by-project basis, depending on the level of
activity, specific construction operations, and weather conditions.
The U.S. EPA has developed an approximate emission factor for construction-related
emissions of total suspended particulate of 1.2 tons per acre per month of activity. This
factor assumes a moderate activity level, moderate silt content in soils being disturbed, and
a semi-arid climate. The California Air Resources Board estimates that 64 percent of
construction-related total suspended particulate emissions is PM10. Therefore, the emission
factors for uncontrolled construction-related PM10 emissions are:
0.77 tons per acre per month of PM10; or
51 pounds per acre per day of PM10.
However, construction emissions can vary greatly depending on the level of activity, the
specific operations taking place, the equipment being operated, local soils, weather
conditions, and other factors. There are a number of feasible control measures that can be
reasonably implemented to significantly reduce PM10 emissions from construction.
Fugitive dust sources also include emissions from re-entrained road dust. This emission
source is of particular air quality concern in the Nevada County area. Substantial amounts of
road sand and salt are applied to Town roads and State highways for traction control during
winter storm periods. The sand and salt are "kicked-up" into the air by vehicles when the
storm period ends and the roads (and the sand and salt) begin to dry out. The amount of
dust and dirt on the roads during the non-winter months is substantially less than the
winter months and generally is comprised of fugitive dust blown onto the road and dirt and
mud tracked onto the road by vehicles coming from construction sites and unpaved roads.
(4) Odors. Odors are also an important element of local air quality conditions. Major
sources of odors include restaurants, manufacturing plants, and agricultural operations.
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Other odor producers include the industrial facilities within the region. While sources that
generate objectionable odors must comply with air quality regulations, the public’s sensi-
tivity to locally produced odors often exceeds regulatory thresholds.
(5) Construction Equipment Exhaust. Construction activities cause combustion
emissions from utility engines, heavy-duty construction vehicles, equipment hauling
materials to and from construction sites, and motor vehicles transporting construction
crews. Exhaust emissions from construction activities vary daily as construction activity
levels change. The use of construction equipment results in localized exhaust emissions.
(6) Solid Fuel Burning Emissions. Particulate emissions from residential solid-fuel
burning devices are primarily a seasonal concern in the Nevada County region. Residential
solid-fuel burning devices are mostly used for heating purposes during the colder
temperatures of late fall, winter, and early spring. Also, emissions from woodheaters and
fireplaces will be augmented by increased occupancy of second or vacation homes on
weekends and holiday periods. According to the Town’s Particulate Matter Air Quality
Concern Management Plan document, it is estimated that nearly 90 percent of all single-
family homes in the Truckee air basin have at least one solid fuel burning device (excluding
pellet stoves). Although data on particle size of woodsmoke is scarce, 80 percent to 95
percent of woodsmoke particulate matter is less than 2.5 microns in size.5
d. Global Climate Change Issues. This section provides a summary of the character-
istics of global climate change and describes the regulatory framework addressing global
climate change.
(1) Characteristics of Global Climate Change. Global climate change is the
observed increase in the average temperature of the Earth’s atmosphere and oceans in
recent decades. The Earth’s average near-surface atmospheric temperature rose 0.6 ± 0.2°
Celsius (°C) (1.1 ± 0.4° Fahrenheit [°F]) in the 20th century. The prevailing scientific opinion
on climate change is that most of the warming observed over the last 50 years is
attributable to human activities.6 The increased amounts of carbon dioxide (CO2) and other
greenhouse gases (GHGs) are the primary causes of the human-induced component of
warming. They are released by the burning of fossil fuels, land clearing, agriculture, etc.,
and lead to an increase in the greenhouse effect.
5 Raus, J.A. and J.J. Huntzicker. Composition and Size Distribution of Residential Wood Smoke
Aerosols. Presented at the 21st Annual Meeting of the Air and Waste Management Association, Pacific
Northwest International Section, Portland OR, November 1984.
6 Intergovernmental Panel on Climate Change (IPCC), Climate Change 2001: The Scientific
Basis, http://www.grida.no/climate/ipcc_tar/wg1/index.htm.
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GHGs are present in the atmosphere naturally, are released by natural sources, or formed
from secondary reactions taking place in the atmosphere. The six gases that are widely seen
as the principal contributors to global climate change as follows:
Carbon dioxide (CO2)
Methane (CH4)
Nitrous oxide (N2O)
Hydroflourocarbons (HFCs)
Perflourocarbons (PFCs)
Sulfur Hexaflouride (SF6)
Over the last 200 years, humans have caused substantial quantities of GHGs to be released
into the atmosphere. These extra emissions are increasing GHG concentrations in the
atmosphere, and enhancing the natural greenhouse effect, which is believed to be causing
global warming. While manmade GHGs include naturally-occurring GHGs such as CO2,
methane, and N2O, some gases, like HFCs, PFCs, and SF6, known collectively as chloro-
fluorocarbons (CFCs), are completely new to the atmosphere.
Some gases, such as water vapor, are short-lived in the atmosphere. Others remain in the
atmosphere for significant periods of time, contributing to climate change in the long term.
Water vapor is excluded from the list of GHGs above because it is short-lived in the atmos-
phere and its atmospheric concentrations are largely determined by natural processes, such
as oceanic evaporation. For the purposes of this EIR, the term “GHGs” will refer collectively
to the above six gases only.
These gases vary considerably in terms of Global Warming Potential (GWP): the relative
effectiveness of a gas to absorb infrared radiation, remain in the atmosphere, and
contribute towards global warming. The GWP of each gas is measured relative to carbon
dioxide, the most abundant GHG; thus, GHG emissions are typically measured in terms of
pounds or tons of “CO2 equivalents” (CO2eq). Table IV.D-5 shows the GWPs for each type of
GHG. For example, sulfur hexaflouride is 22,800 times more potent at contributing to
global warming than carbon dioxide.
The following discussion summarizes the characteristics of the six GHGs listed above.
Carbon Dioxide (CO2). In the atmosphere, carbon generally exists in its oxidized form, as
CO2. Natural sources of CO2 include the respiration (breathing) of animals and plants, and
evaporation from the oceans. Increased CO2 concentrations in the atmosphere have been
primarily linked to increased combustion of fossil fuels. Natural sources release
approximately 150 billion tons of CO2 each year, far outweighing the 7 billion tons of
manmade emissions from fossil fuel burning, waste incineration, deforestation, and other
manmade sources. Nevertheless, natural removal processes, such as photosynthesis by
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Table IV.D-5 Global Warming Potentials
Gas
Atmospheric
Lifetime
(Years)
Global Warming Potential
(100-Year Time Horizon)
Carbon Dioxide 50-200 1
Methane 12 25
Nitrous Oxide 114 298
HFC-23 270 14,800
HFC-134a 14 1,430
HFC-152a 1.4 124
PFC: Tetrafluoromethane (CF4) 50,000 7,390
PFC: Hexafluoromethane (C2F6) 10,000 12,200
Sulfur Hexafluoride (SF6) 3,200 22,800
Source: IPCC, 2007. Climate Change 2007: The Physical Science Basis. Contribution of Working Group I to the
Fourth Assessment Report of the IPCC.
land- and ocean-dwelling plant species, cannot keep pace with this extra input of manmade
CO2, and consequently, the gas is building up in the atmosphere.
Fossil fuel combustion accounted for 98 percent of gross California CO2 emissions from
manmade sources. California's total CO2 emissions from fossil fuel combustion in 2002
were 360 million metric tons of CO2, which accounts for approximately 7 percent of the
U.S. emissions from this source. The transportation sector accounted for the largest portion
of CO2 emissions, with gasoline consumption making up the greatest portion of these
emissions.
Methane (CH4). Methane is produced when organic matter decomposes in
environments lacking sufficient oxygen. Natural sources include wetlands, termites, and
oceans. Decomposition occurring in landfills accounts for the majority of human-generated
CH4 emissions in California and in the United States as a whole. Agricultural processes such
as intestinal fermentation, manure management, and rice cultivation are also significant
sources of CH4 in California. Methane accounted for approximately 6 percent of gross
climate change emissions (CO2eq) in California in 2002. Total annual emissions of methane
are approximately 500 million tons, with manmade emissions accounting for the majority.
As with CO2, the major removal process of atmospheric methane—chemical breakdown in
the atmosphere—cannot keep pace with source emissions, and methane concentrations in
the atmosphere are increasing.
Nitrous Oxide (N2O). Nitrous oxide is a product of the reaction that occurs between
nitrogen and oxygen during fuel combustion. Both mobile and stationary combustion emit
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N2O, and the quantity emitted varies according to the type of fuel, technology, and
pollution control device used, as well as maintenance and operating practices. Agricultural
soil management and fossil fuel combustion are the primary sources of human-generated
N2O emissions in California. Nitrous oxide emissions accounted for nearly 7 percent of
climate change emissions (CO2eq) in California in 2002.
Hydrofluorocarbons (HFCs), Perfluorocarbons (PFCs), and Sulfur Hexafluoride (SF6).
HFCs are primarily used as substitutes for ozone-depleting substances regulated under the
Montreal Protocol. PFCs and SF6 are generally emitted from various industrial processes
including aluminum smelting, semiconductor manufacturing, electric power transmission
and distribution, and magnesium casting. There is no aluminum or magnesium production
in California; however, the rapid growth in the semiconductor industry leads to greater use
of PFCs. HFCs, PFCs, and SF6 accounted for about 3.5 percent of gross climate change
emissions (CO2eq) in California.
As a result of the combined effects of the GHGs described above, climate studies indicate
that California is likely to see a temperature increase of 3 to 4°F over the next century.
Because primary GHGs have a long lifetime in the atmosphere, accumulate over time, and
are generally well-mixed, their impact on the atmosphere is mostly independent of the point
of emission.
Climate change refers to any significant change in measures of climate (such as
temperature, precipitation, or wind) lasting for an extended period (decades or longer).
Climate change may result from:
Natural factors, such as changes in the sun’s intensity or slow changes in the Earth’s
orbit around the sun.
Natural processes within the climate system (e.g., changes in ocean circulation and
reduction in sunlight from the addition of GHGs and other gases to the atmosphere
from volcanic eruptions).
Human activities that change the atmosphere’s composition (e.g., through burning fossil
fuels) and the land surface (e.g., from deforestation, reforestation, urbanization, and
desertification).
The impact of anthropogenic activities on global climate change is readily apparent in the
observational record. For example, surface temperature data show that 11 of the 12 years
from 1995 to 2006 rank among the 12 warmest since 1850, the beginning of the
instrumental record for global surface temperature. In addition, the atmospheric water
vapor content has increased since at least the 1980s over land, sea, and in the upper
atmosphere, consistent with the capacity of warmer air to hold more water vapor; ocean
temperatures are warmer to depths of 3,000 feet; and a marked decline has occurred in
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mountain glaciers and snow pack in both hemispheres, and polar ice and ice sheets in both
the Arctic and Antarctic regions.
Air trapped by ice has been extracted from core samples taken from polar ice sheets to
determine the global atmospheric variation of CO2, CH4 and N2O, from before the start of
industrialization (around 1750) to over 650,000 years ago. For that period, it was found that
CO2 concentrations ranged from 180 parts per million (ppm) to 300 ppm. For the period
from around 1750 to the present, global CO2 concentrations increased from a pre-indust-
rialization period concentration of 280 ppm to 379 ppm in 2005, with the 2005 value far
exceeding the upper end of the preindustrial period range.
The primary effect of global climate change has been a rise in the average global tropo-
spheric temperature of 0.2°C per decade, determined from meteorological measurements
worldwide between 1990 and 2005. Climate change modeling using 2000 emission rates
shows that further warming could occur, which would induce further changes in the global
climate system during the current century. Changes to the global climate system,
ecosystems, and California would include, but would not be limited to:
The loss of sea ice and mountain snow pack, resulting in higher sea levels and higher
sea surface evaporation rates with a corresponding increase in tropospheric water vapor
due to the atmosphere’s ability to hold more water vapor at higher temperatures.
Rise in global average sea level primarily due to thermal expansion and melting of
glaciers and ice caps in the Greenland and Antarctic ice sheets.
Changes in weather that include widespread changes in precipitation, ocean salinity, and
wind patterns, and more energetic aspects of extreme weather, including droughts,
heavy precipitation, heat waves, extreme cold, and the intensity of tropical cyclones.
Decline of the Sierra snowpack, which accounts for approximately half of the surface
water storage in California, by 70 percent to as much as 90 percent over the next 100
years.
Increase in the number of days conducive to ozone formation by 25 to 85 percent
(depending on the future temperature scenario) in high ozone areas of Los Angeles and
the San Joaquin Valley by the end of the 21st century; and
High potential for erosion of California’s coastlines and seawater intrusion into the Delta
and levee systems due to the rise in sea level.
Emissions Inventories. An emissions inventory that identifies and quantifies the
primary human-generated sources and sinks of GHGs 7 is essential for addressing climate
7 A GHG sink is a reservoir that accumulates and stores carbon for an indefinite period and is
the opposite of a carbon source. Plants, soil, and the oceans can also remove atmospheric CO2 by
photosynthesis and other processes.
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change. This section summarizes the latest information on global, United States, California,
and local human-generated GHG emission inventories.
Global Emissions. Worldwide emissions of GHGs in 2004 were 30 billion tons of
CO2eq per year (including both ongoing emissions from industrial and agricultural sources,
but excluding emissions from land-use changes).
U.S. Emissions. In 2004, the United States emitted about 8 billion tons of CO2eq or
about 25 tons/year/person. Of the four major sectors nationwide — residential, commercial,
industrial and transportation — transportation accounts for the highest fraction of GHG
emissions (approximately 35 to 40 percent); these emissions are entirely generated from
direct fossil fuel combustion.
State of California Emissions. In 2004, California emitted approximately 480 million
metric tons of CO2eq, or about 6 percent of the U.S. emissions. This large number is due
primarily to the sheer size of California compared to other states. By contrast, California has
the fourth lowest per-capita carbon dioxide emission rate from fossil fuel combustion in the
country, due to the success of its energy-efficiency and renewable energy programs and
commitments that have lowered the State’s GHG emissions rate of growth by more than half
of what it would have been otherwise. Another factor that has reduced California’s fuel use
and GHG emissions is its mild climate compared to that of many other states.
The California EPA Climate Action Team stated in its March 2006 report that the compo-
sition of gross climate change pollutant emissions in California in 2002 (expressed in terms
of CO2eq) were as follows:
Carbon dioxide (CO2) accounted for 83.3 percent;
Methane (CH4) accounted for 6.4 percent;
Nitrous oxide (N2O) accounted for 6.8 percent; and
Fluorinated gases (HFCs, PFC, and SF6) accounted for 3.5 percent.
The California Air Resources Board estimates that transportation is the source of approxi-
mately 38 percent of the State’s GHG emissions in 2004, followed by electricity generation
(both in-State and out-of-State) at 25 percent, and industrial sources at 20 percent. Agri-
culture is the source of approximately 6 percent, as are residential and commercial
activities.
ARB is responsible for developing the California Greenhouse Gas Emission Inventory. This
inventory accounts for all GHG emissions within the state of California and supports the AB
32 Climate Change Program. ARB’s current GHG emission inventory is based on State-wide
fuel use, processing, and activity data. These estimates are based on the actual amount of
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all fuels combusted in the State, which accounts for over 85 percent of the greenhouse gas
emissions within California.
ARB staff has projected 2020 business-as-usual GHG emissions, which represent the
emissions that would be expected to occur in the absence of any GHG reduction actions.
ARB staff estimates the State-wide 2020 business-as-usual GHG emissions will be 596
million metric tons (MMT) of CO2eq. Emission reductions that are projected to result from
the recommended measures in the Draft Scoping Plan in support of the AB 32 Climate
Change Program total 169 MMT of CO2eq, which would allow California to attain the 2020
emissions goal of 427 MMT of CO2eq.
GHG emissions in 2020 from the transportation sector as a whole are expected to increase
to 225.4 MMT of CO2eq, or approximately 38 percent of the total statewide CO2eq
emissions. The industrial sector consists of large stationary sources of GHG emissions and
includes oil and gas production and refining facilities, cement plants, and large manufact-
uring facilities. Emissions for this sector are forecast to grow to 100.5 MMT of CO2eq by
2020, or 17 percent of the statewide total. The commercial and residential sectors are
expected to contribute 46.7 MMT of CO2eq, or about 8 percent of the total State-wide GHG
emissions in 2020.
Nevada County/Town of Truckee. As of September 2008, greenhouse gas emission
inventories were not available for Nevada County and the Town of Truckee
(2) Regulatory Framework. The regulatory framework for GHG emissions and
global climate change are discussed in this section.
Federal Regulations. In February 2002, the United States government announced a
comprehensive strategy to reduce the GHG intensity of the American economy by 18
percent over the 10-year period from 2002 to 2012. GHG intensity measures the ratio of
GHG emissions to economic output. New and refined technologies offer great promise to
reduce GHG emissions significantly. The federal government established the multi-agency
Climate Change Technology Program (CCTP) in February 2002 to accelerate the
development and deployment of key technologies.
In February 2002, the United States government also announced a climate change research
initiative to focus on key remaining gaps in climate change science. To meet this goal, the
federal multiagency Climate Change Science Program (CCSP) was established to investigate
natural and human-induced changes in the Earth’s global environmental system; to monitor,
understand, and predict global change; and to provide a sound scientific basis for national
and international decision-making. The CCTP works closely with CCSP to make further
progress in understanding and addressing global climate change. The United States
Environmental Protection Agency’s (EPA’s) primary role in CCSP is evaluating the potential
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consequences of climate variability and the effects on air quality, water quality, ecosystems,
and human health in the United States.
Currently there are no adopted federal regulations to control global climate change.
However, recent authority has been granted to the EPA that may change the voluntary
approach currently taken to address this issue. On April 2, 2007, the United States Supreme
Court ruled that the EPA has the authority to regulate CO2 emissions under the federal
Clean Air Act (CAA).
Over a decade ago, most countries joined an international treaty, the United Nations
Framework Convention on Climate Change (UNFCCC), to begin to consider what can be
done to reduce global warming and to cope with the physical and socioeconomic effects of
climate change. More recently, a number of nations have approved an addition to the treaty:
the Kyoto Protocol, which has more powerful (and legally binding) measures.
Because it will affect virtually all major sectors of the economy, the Kyoto Protocol is
considered to be the most far-reaching agreement on environment and sustainable
development ever adopted. Most of the world’s countries eventually agreed to the Protocol,
but some nations (including the United States) chose not to ratify it. The Kyoto Protocol
entered became law on February 16, 2005 for signatory nations.
As of July 2008, 182 countries have ratified the agreement. Participating nations are
separated into Annex 1 countries (i.e., industrialized nations) and Non-Annex 1 countries
(i.e., developing nations) that have different requirements for GHG reductions. The goal of
the Protocol is to achieve overall emissions reduction targets for six GHGs by 2012. The six
GHGs regulated under the Protocol are CO2, CH4, N2O, sulfur hexafluoride, hydrofluoro-
carbons, and perfluorocarbons. Each nation must reduce GHG emissions by a certain
percentage below 1990 levels (e.g., 8 percent reduction for the European Union, 6 percent
reduction for Japan). The average reduction target for nations participating in the Kyoto
Protocol is approximately 5 percent below 1990 levels. Although the United States has not
ratified the Protocol, on February 14, 2002, it established a goal of an 18 percent reduction
in GHG emissions intensity by 2012. GHG intensity is the ratio of GHG emissions to
economic output (i.e., gross domestic product).
State Regulations. In 1967, the California Legislature passed the Mulford-Carrell Act,
which combined two Department of Health bureaus, the Bureau of Air Sanitation and the
Motor Vehicle Pollution Control Board, to establish the Air Resources Board (ARB). Since its
formation, the ARB has worked with the public, the business sector, and local governments
to find solutions to California’s air pollution problems. The resulting State air quality
standards set by the ARB continue to outpace the rest of the nation and have prompted the
development of new antismog technology for industrial facilities and motor vehicles.
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California’s major initiatives for reducing GHG emissions are outlined in Assembly Bill 32
(AB 32), the “Global Warming Solutions Act,” passed by the California State legislature on
August 31, 2006, a 2005 Executive Order, and a 2004 ARB regulation to reduce passenger
car GHG emissions. These efforts aim at reducing GHG emissions to 1990 levels by 2020, a
reduction of approximately 25 percent, and then an 80 percent reduction below 1990 levels
by 2050. The ARB has established the level of GHG emissions in 1990 at 427 million metric
tons (MMT) of CO2eq, therefore requiring a reduction of approximately 173 MMT of CO2eq
by 2020. The main strategies for attaining these reductions are outlined in the Scoping Plan,
which when completed will include a range of GHG reduction actions that may include direct
regulations, alternative compliance mechanisms, monetary and non-monetary incentives,
voluntary actions, and market-based mechanisms such as a cap-and-trade system.
In June 2005, Governor Schwarzenegger established California’s GHG emissions reduction
targets in Executive Order S-3-05. The Executive Order established the following goals: GHG
emissions should be reduced to 2000 levels by 2010; GHG emissions should be reduced to
1990 levels by 2020; and GHG emissions should be reduced to 80 percent below 1990
levels by 2050. On January 18, 2007, California further solidified its dedication to reducing
GHGs by setting a new Low Carbon Fuel Standard for transportation fuels sold within the
State. Executive Order S-1-07 sets a declining standard for GHG emissions measured in CO2
equivalent gram per unit of fuel energy sold in California. The target of the Low Carbon Fuel
Standard is to reduce the carbon intensity of California transportation fuels by at least 10
percent by 2020.
Pursuant to the requirements of AB 32, the State’s reduction in GHG emissions will be
accomplished through an enforceable State-wide cap on GHG emissions that will be phased-
in starting in 2012. ARB must prepare a plan demonstrating how the 2020 deadline can be
met by January 1, 2009, or earlier. However, as immediate progress in reducing GHGs can
and should be made, AB 32 directed ARB and the newly created Climate Action Team (CAT)
to identify a list of “discrete early action GHG reduction measures” that can be adopted and
made enforceable by January 1, 2010. CAT is a consortium of representatives from State
agencies who have been charged with coordinating and implementing GHG emission
reduction programs that fall outside of ARB’s jurisdiction.
In June 2007 ARB approved a list of 37 early action measures, including three discrete early
action measures (Low Carbon Fuel Standard, Restrictions on High Global Warming Potential
Refrigerants, and Landfill Methane Capture). 8 The ARB adopted additional early action
measures in October 2007 that tripled the number of discrete early action measures,
including Smartway truck efficiency, Port electrification, reduction of perfluorocarbons from
the semiconductor industry, reduction of propellants in consumer products, proper tire
8 California Air Resources Board. 2007. Expanded List of Early Action Measures to Reduce
Greenhouse Gas Emissions in California Recommended for Board Consideration. October.
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inflation, and sulfur hexafluoride (SF6) reductions from the non-electricity sector. The
combination of early action measures is estimated to reduce statewide greenhouse gas
emissions by nearly 16 million metric tons.9
Specific policies included in the ARB’s October 2007 Early Action Measure report that are
relevant to this project include 10 :
Guidance and Protocols for Local Governments to Facilitate GHG Emission Reductions.
Local governments have the power to affect the main sources of pollution directly linked
to climate change through infrastructure investments, land use decisions, building
codes, and municipal service management. Development of a State guidance document
and local government protocols is needed to encourage and support greater and
coordinated local action statewide.
Cool Communities Program. Develop research and real-world experience-based
guidelines on actions that could be taken, documenting options, costs, and benefits.
This would be a non-regulatory voluntary program with a set of guidelines to be adopted
to foster the establishment or transition to cool communities in California. Programs for
cool roofs, cool pavements, and shade trees and urban forests would be considered by
ARB for implementation.
Anti-Idling Enforcement. ARB adopted a diesel particulate air toxic control measure in
June 2004 to control idling of diesel-fueled commercial motor vehicles. Enforcement
commenced the following year. This rule prohibits, with some exceptions, the idling of
diesel-fueled commercial motor vehicles for more than five minutes, and applies to both
trucks and buses greater than 10,000 lbs. gross vehicle weight.
AB 32 requires ARB to prepare a Scoping Plan that contains the main strategies California
will use to reduce the GHGs that cause climate change. In June 2008 ARB released an initial
draft of the Scoping Plan, including the following relevant measures 11 :
Energy Efficiency. Maximize energy efficiency building and appliance standards, and
pursue additional efficiency efforts. Reductions could be achieved through
enhancements to existing programs such as increased incentives and even more
stringent building codes and appliance efficiency standards. In addition, the use of solar
water heaters can reduce natural gas use in homes and businesses.
9 California Air Resources Board. 2007. “ARB approves tripling of early action measures required
under AB 32”. New Release 07-46. http://www.arb.ca.gov/newsrel/nr102507.htm. October 25.
10 California Air Resources Board. 2007. Expanded List of Early Action Measures to Reduce
Greenhouse Gas Emissions in California Recommended for Board Consideration. October.
11 California Air Resources Board. 2008. Climate Change Draft Scoping Plan: a framework for
change. June.
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Buildings are the second largest contributor to California’s greenhouse gas emissions.
Green buildings offer a comprehensive approach to reducing greenhouse gas emissions
that cross-cut multiple sectors including Energy, Water, Waste, and Transportation.
Green buildings exceed minimum energy efficiency standards, decrease consumption of
potable water, reduce solid waste during construction and operation, and incorporate
sustainable and low-emitting materials that contribute to healthy indoor air quality
Local Government Actions and Regional Targets. Encourage local governments to set
quantifiable emission reduction targets for their jurisdictions; recommend regional
greenhouse gas emission reduction targets. The actions that local governments take
individually, and through local and regional planning processes, can reduce greenhouse
gas emissions associated with transportation, energy, waste/recycling, and water use.
Local governments should build on existing strategies and adopt best practices to
achieve greenhouse gas reductions through Community Energy, Community Waste and
Recycling, Community Water and Wastewater Systems, Community Transportation, and
Community Design.
Further discussion and analysis of these, and additional greenhouse gas reduction measures
in relation to the project is presented in Table IV.D-11.
To address GHG emission and global climate change in General Plans and CEQA documents,
Senate Bill 97 (Chapter 185, 2007) requires the Governor’s Office of Planning and Research
(OPR) to develop CEQA guidelines on how to address global warming emissions and
mitigate project-specific GHG. OPR is required to prepare, develop, and transmit these
guidelines on or before July 1, 2009. Until such a plan has been adopted, direction for
evaluation of and potential mitigation for incremental project impacts to global warming is
not available.
Because the transportation sector accounts for more than half of California’s CO2
emissions, the California State Assembly enacted Assembly Bill 1493 (AB 1493, Pavley) was
enacted on July 22, 2002. AB 1493 requires ARB to set GHG emission standards for
passenger vehicles, light duty trucks, and other vehicles determined to be vehicles whose
primary use is noncommercial personal transportation in the State manufactured in 2009
and all subsequent model years. In setting these standards, the ARB considered cost
effectiveness, technological feasibility, and economic impacts. ARB adopted the standards in
September 2004. When fully phased in, the near-term (2009 to 2012) standards would
result in a reduction of approximately 22 percent in GHG emissions compared to the
emissions from the 2002 fleet, while the midterm (2013 to 2016) standards would result in
a reduction of approximately 30 percent. Some currently used technologies that achieve
GHG reductions include small engines with superchargers, continuously variable
transmissions, and hybrid electric drive. To set its own GHG emissions limits on motor
vehicles, California must receive a waiver from the EPA. However, in December 2007, the
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EPA denied the request from California for the waiver. In January 2008, the California
Attorney General filed a petition for review of the EPA’s decision in the Ninth Circuit Court
of Appeals, though no decision on that petition has been made. Thus, California cannot
implement AB 1493 at this time.
Local Policies. As indicated earlier in this chapter, the Town of Truckee has numerous
policies that are related to improving air quality. The Town of Truckee General Plan contains
over 100 policies that would have a positive impact on air quality and reduction of
emissions, including policies that focus on bicycle and pedestrian programs, mixed-use and
open space development, transit, and transportation control measures.
2. Relevant Railyard Draft Master Plan Policies
The Draft Master Plan does not include specific polices related to air quality.
3. Impacts and Mitigation Measures
This section evaluates potential impacts to air quality resulting from implementation of the
proposed project. The evaluation of environmental effects presented in this section focuses
on consistency with air quality management plans, and potential air quality impacts
associated with construction emissions, odors, and development-related traffic emissions.
Mitigation measures are proposed as appropriate.
a. Criteria of Significance.
(1) Air Quality. Implementation of the project would have a significant impact on air
quality if it would:
Violate any air quality standard (including the policies and standards of the Particulate
Matter Air Quality Management Plan of the Town of Truckee) or contribute substantially
to an existing or projected air quality violation.
Result in a cumulatively considerable net increase of any criteria pollutant for which the
project region is non-attainment under an applicable federal or state ambient air quality
standard (including releasing emissions which exceed quantitative thresholds for ozone
precursors).
Expose sensitive receptors to substantial pollutant concentrations.
Frequently create substantial objectionable odors affecting a substantial number of
people.
Contribute to CO concentrations exceeding the State AAQS of 9 ppm averaged over 8
hours and 20 ppm for 1 hour.
Result in total emissions of ROG, NOx, or PM10 that exceed 136 lbs/day.
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Result in potential to expose persons to substantial levels of Toxic Air Contaminants
(TAC), such that the probability of contracting cancer for the Maximally Exposed
Individual (MEI) exceeds 10 in one million.
Result in ground level concentrations of non-carcinogenic TACs such that the Hazard
Index would be greater than 1 for the MEI.
(2)
Global Climate Change. Increasing public awareness and general scientific
consensus regarding global climate change have placed a new focus on the California
Environmental Quality Act (CEQA) as a means to address a project’s effects on greenhouse
gas emissions. CEQA requires that lead agencies consider the reasonably foreseeable
adverse environmental effects of projects considered for approval. According to recent
letters from California’s Office of the Attorney General,12 global climate change can be
considered an “effect on the environment” and an individual project’s incremental
contribution to global climate change can have a cumulatively considerable impact
Cumulative impacts are the collective impacts of one or more past, present, or future
projects, that when combined, result in adverse changes to the environment. Climate
change is a global environmental problem in which (a) any given development project
contributes only a small portion of any net increase in GHGs and (b) global growth is con-
tinuing to contribute large amounts of GHGs across the globe. Therefore, this study
addresses climate change as a cumulative impact.
The evaluation of environmental effects presented in this section focuses on potential
climate change impacts associated with the project’s increase in GHG emissions. Mitigation
measures are proposed as necessary.
There is no CEQA statute, regulation, or judicial decision that requires an EIR to analyze the
GHG emissions of a project, or whether a project will have a significant impact on global
warming. Senate Bill 97 directs OPR to develop CEQA Guidelines to address GHG emissions,
and to adopt these Guidelines by January 1, 2010. OPR has not issued any formal
regulations as of September 2008.
However, OPR did issue informal guidance in the form of a Technical Advisory in June 2008
on how to address climate change through CEQA review. The recommended approach for
GHG analysis included in OPR’s June 2008 release is to (1) identify and quantify GHG
emissions, (2) assess the significance of the impact on climate change, and (3) if significant,
identify alternatives and/or mitigation measures to reduce the impact below significance.
Neither the CEQA statute nor Guidelines prescribe thresholds of significance or a particular
methodology for performing an impact analysis, and no State agency or local air quality
12 State of California. Department of Justice. 2008. Comment letter to the City of Concord re
“Concord Community Reuse Plan Draft Environmental Impact Report – SCH #2007052094.” August 8.
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management district has issued any regulations or standards of significance for the analysis
of GHGs under CEQA; as with most environmental topics, significance criteria are left to the
judgment and discretion of the lead agency.
Land use projects may contribute to the phenomenon of global climate change in ways that
would be experienced worldwide, and with some specific effects felt in California. However,
no scientific study has established a direct causal link between individual land use project
impacts and global warming. AB 32 requires State-wide GHG emissions to be reduced to
1990 levels by 2020. Although these State-wide reductions are now mandated by law, no
generally applicable GHG emission threshold has yet been established, nor is formal
regulatory agency guidance on global climate change analysis in CEQA documents
anticipated to be available until mid-2009.
CEQA Guidelines Section 15064(b) provides that the “determination of whether a project
may have a significant effect on the environment calls for careful judgment on the part of
the public agency involved, based to the extent possible on scientific and factual data,” and
further, states that an “ironclad definition of significant effect is not always possible
because the significance of an activity may vary with the setting.”
Some policy makers and regulators suggest that a zero emissions threshold would be
appropriate when evaluating GHGs and their potential effect on climate change. However,
most feel that such an absolute threshold would be analytically impractical and would
interfere with the ability of the economy to function. Further, prior CEQA case law makes
clear that the “one additional molecule” rule is not consistent with CEQA. Such a rule also
appears inconsistent with the State’s approach to mitigation of climate change impacts. AB
32 does not prohibit all new GHG emissions; rather, it requires a reduction in State-wide
emissions to a given level. Thus, AB 32 recognizes that GHG emissions will continue to
occur; increases will result from certain activities, but reductions must occur elsewhere.
Bearing in mind that CEQA does not require “perfection” but instead “adequacy,
completeness, and a good faith effort at full disclosure,” the analysis below is based on
methodologies and information available to the City at the time the study was prepared.
Estimation of GHG emissions in the future does not account for all changes in technology
that may reduce such emissions; therefore, the estimates are based on past performance
and represent a scenario that is worse than that which is likely to be encountered (after
energy-efficient technologies have been implemented). Additionally, as explained in greater
detail below, many uncertainties exist regarding the precise relationship between specific
levels of GHG emissions and the ultimate impact on the global climate. Significant
uncertainties also exist regarding potential mitigation strategies. Thus, while information is
presented below to assist the public and the City’s decision makers in understanding the
project’s potential contribution to global climate change impacts, a direct comparison
between particular project characteristics and particular climate change impacts is not
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possible, nor can a quantifiable relationship be established between any particular proposed
mitigation measure and any reduction in climate change impacts.
Because no applicable numeric thresholds have yet been defined, and because the precise
causal link between an individual project’s emissions and global climate change has not
been developed, it is reasonable to conclude that an individual development project cannot
generate a high enough quantity of GHG emissions to affect global climate change.
However, individual projects incrementally contribute toward the potential for global climate
change on a cumulative basis in concert with all other past, present, and reasonably
foreseeable future projects. This study identifies qualitative factors to determine whether
this project’s emissions should be considered cumulatively significant. Until regulatory
agencies devise a generally applicable climate change threshold, the analysis used in this
study may or may not be applicable to other projects within the Town of Truckee.
This report analyzes whether the project has a cumulatively significant contribution to the
impact of global climate change under the following qualitative standard:
Whether the proposed project conflicts with or obstructs the implementation of green-
house gas reduction measures under AB 32 or other state regulations.
If a project implements reduction strategies identified in AB 32, the Governor’s Executive
Order S-3-05, or other strategies to help toward reducing GHGs to the level proposed by the
Governor, it could reasonably follow that the project would not result in a significant
contribution to the cumulative impact of global climate change.
b. Less-Than-Significant Air Quality Impacts. This section discusses less-than-
significant air quality impacts.
(1)
(2)
Odor Emissions. Heavy-duty equipment in the Plan Area during construction
would emit odors. However, the construction activity would be short-term and would cease
to occur after individual construction is completed. No other sources of objectionable odors
have been identified for the proposed project and no mitigation measures are required.
Operational Emissions – CO Analysis. Vehicular traffic associated with the
proposed project would emit carbon monoxide (CO) into the air along roadway segments
and near intersections. Because CO does not readily disperse, areas of vehicle congestion
can create pockets of high CO concentrations, called “hot spots.” Typically, high CO
concentrations are associated with roadways or intersections operating at deficient levels of
service (LOS) or with extremely high traffic volumes. Table IV.D-6 lists the existing baseline
conditions No Project and Plus Project concentrations. Table IV.D-7 lists the cumulative (year
2025) No Project and Plus Project CO concentrations for the studied intersections.
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Based on the methodology suggested by the U.S. EPA and the California Department of
Transportation, the second highest CO concentrations monitored at the nearest air
monitoring station in the past two years (in this case 3.4 ppm for the 1-hour period and 2.6
ppm for the 8-hour period) were used as the background CO concentrations. Emission
factors for study scenarios were obtained from the latest ARB data.
Results shown in Table IV.D-6 indicate that all of the existing baseline No Project and Plus
Project 1-hour and 8-hour CO concentrations would be below the federal and State CO
standards. The 1-hour CO levels range from 4.1 ppm to 8.1 ppm, which is less than half of
the State CO standard of 20 ppm. The 8-hour CO levels range from 3.1 ppm to 5.9 ppm,
which is also lower then the State and federal standard of 9 ppm. Modeled input values are
included in the Appendix D.
Table IV.D-7 shows that all of the cumulative conditions for the year 2025 No Project and
Plus Project 1-hour and 8-hour CO concentrations would be below the federal and State CO
standards. The 1-hour CO levels range from 3.6 ppm to 4.8 ppm, which is less than half of
the State CO standard of 20 ppm. The 8-hour CO levels range from 2.7 ppm to 3.6 ppm,
which is also lower then the State and federal standard of 9 ppm.
Results indicate that CO concentrations would increase by less than 1 ppm with
implementation of the proposed project. Implementation of the proposed project would not
cause an exceedance of State or federal CO standards. Therefore, the proposed project
would not lead to significant CO impacts and no mitigation is required.
(3)
Mobile Source Toxic Air Contaminants. LSA Associates, Inc. completed a health
risk analysis for the proposed project. The analysis considered specific meteorological
conditions in the Plan Area and the proximity of existing and future residences to the
adjacent railroad tracks. The analysis assumes individual inhalation of 100 percent outdoor
air at that location for 70 years (residing outside the residence 350 days of every year and
24-hours each day). A report to the Air Resources Board in 1998 acknowledges that people
spend a majority of time indoors, and that to accurately estimate the population’s exposure
to toxic air pollutants, risk assessors must consider the amount of time people spend in
different environments. The report found that toxic air concentrations were more than one
third less in residences and schools, and almost one half less in offices as compared to
outdoor areas.13 Therefore, results of the health risk assessment present a conservative
analysis of potential health risks.
13 Krieger, Robert K., D. Ames, J. Brooks, G. Shiroma, and P. Venturini, 1998. Report to the Air
Resources Board on the Proposed Identification of Diesel Exhaust as a Toxic Air Contaminant, Part A,
Exposure Assessment. April 22.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
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Table IV.D-6 Existing Baseline No Project and Plus Project CO Concentrations
Intersection
Receptor
Distance
to Road
Centerline
(Meters)
Project
Related
Increase
1-hr/8-hr
(ppm)
No
Project/Plus
Project
1-Hour CO
Concentration
(ppm)
No
Project/Plus
Project 8-
Hour CO
Concentration
(ppm)
Exceeds
State
Standards
1-Hr 8-Hr
SR 89 South and West River Street
14 0.2 / 0.2 6.3 / 6.5 4.6 / 4.8 No No
12 0.2 / 0.2 6.3 / 6.5 4.6 / 4.8 No No
12 0.3 / 0.2 6.2 / 6.5 4.6 / 4.8 No No
12 0.2 / 0.1 6.2 / 6.4 4.6 / 4.7 No No
McIver Crossing and West River
Street
14 0.3 / 0.3 5.6 / 5.9 4.1 / 4.4 No No
14 0.3 / 0.2 5.5 / 5.8 4.1 / 4.3 No No
14 0.3 / 0.2 5.5 / 5.8 4.1 / 4.3 No No
14 0.3 / 0.2 5.3 / 5.6 3.9 / 4.1 No No
Donner Pass Road and McIver
Crossing
8 0.2 / 0.2 6.7 / 6.9 4.9 / 5.1 No No
8 0.2 / 0.1 6.5 / 6.7 4.8 / 4.9 No No
8 0.2 / 0.1 6.4 / 6.6 4.7 / 4.8 No No
8 0.3 / 0.2 6.3 / 6.6 4.6 / 4.8 No No
Spring Street and Donner Pass Road
13 0.3 / 0.2 6.0 / 6.3 4.4 / 4.6 No No
10 0.2 / 0.1 5.9 / 6.1 4.4 / 4.5 No No
10 0.3 / 0.2 5.8 / 6.1 4.3 / 4.5 No No
10 0.2 / 0.1 5.8 / 6.0 4.3 / 4.4 No No
Bridge Street and Donner Pass Road
14 0.7 / 0.5 6.3 / 7.0 4.6 / 5.1 No No
14 0.7 / 0.5 6.1 / 6.8 4.5 / 5.0 No No
14 0.5 / 0.3 6.1 / 6.6 4.5 / 4.8 No No
14 0.5 / 0.4 6.0 / 6.5 4.4 / 4.8 No No
Bridge Street and Church Street
10 0.4 / 0.2 4.2 / 4.6 3.2 / 3.4 No No
10 0.4 / 0.3 4.1 / 4.5 3.1 / 3.4 No No
10 0.4 / 0.3 4.1 / 4.5 3.1 / 3.4 No No
10 0.4 / 0.3 4.1 / 4.5 3.1 / 3.4 No No
Bridge Street and Jibboom Street
10 0.1 / 0.1 4.6 / 4.7 3.4 / 3.5 No No
10 0.1 / 0.1 4.6 / 4.7 3.4 / 3.5 No No
8 0.2 / 0.2 4.3 / 4.5 3.2 / 3.4 No No
8 0.2 / 0.2 4.3 / 4.5 3.2 / 3.4 No No
Donner Pass Road and Church Street
8 0.5 / 0.4 4.7 / 5.2 3.5 / 3.9 No No
8 0.4 / 0.3 4.7 / 5.1 3.5 / 3.8 No No
8 0.4 / 0.3 4.6 / 5.0 3.4 / 3.7 No No
8 0.4 / 0.3 4.6 / 5.0 3.4 / 3.7 No No
Donner Pass Road and Keiser Street
10 0.2 / 0.2 4.7 / 4.9 3.5 / 3.7 No No
10 0.3 / 0.3 4.6 / 4.9 3.4 / 3.7 No No
10 0.2 / 0.2 4.6 / 4.8 3.4 / 3.6 No No
10 0.2 / 0.2 4.6 / 4.8 3.4 / 3.6 No No
Glenshire Drive and Donner Pass
Road
12 0.4 / 0.3 5.8 / 6.2 4.3 / 4.6 No No
12 0.3 / 0.2 5.5 / 5.8 4.1 / 4.3 No No
12 0.3 / 0.2 5.4 / 5.7 4.0 / 4.2 No No
10 0.4 / 0.3 5.3 / 5.7 3.9 / 4.2 No No
Donner Pass Road and Pioneer Trail
12 0.2 / 0.2 5.7 / 5.9 4.2 / 4.4 No No
12 0.2 / 0.2 5.6 / 5.8 4.1 / 4.3 No No
12 0.1 / 0.0 5.5 / 5.6 4.1 / 4.1 No No
10 0.1 / 0.0 5.5 / 5.6 4.1 / 4.1 No No
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
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Intersection
Receptor
Distance
to Road
Centerline
(Meters)
Project
Related
Increase
1-hr/8-hr
(ppm)
No
Project/Plus
Project
1-Hour CO
Concentration
(ppm)
No
Project/Plus
Project 8-
Hour CO
Concentration
(ppm)
Exceeds
State
Standards
1-Hr 8-Hr
Bridge Street and West River Street
14 0.3 / 0.2 6.4 / 6.7 4.7 / 4.9 No No
14 0.3 / 0.2 6.1 / 6.4 4.5 / 4.7 No No
14 0.3 / 0.2 6.0 / 6.3 4.4 / 4.6 No No
14 0.2 / 0.1 5.9 / 6.1 4.4 / 4.5 No No
Palisades Drive and Brockway Road
14 0.5 / 0.4 7.0 / 7.5 5.1 / 5.5 No No
14 0.3 / 0.2 6.9 / 7.2 5.1 / 5.3 No No
14 0.5 / 0.4 6.6 / 7.1 4.8 / 5.2 No No
14 0.6 / 0.5 6.3 / 6.9 4.6 / 5.1 No No
Martis Valley Road and Brockway
Road
8 0.2 / 0.1 5.8 / 6.0 4.3 / 4.4 No No
8 0.2 / 0.2 5.6 / 5.8 4.1 / 4.3 No No
8 0.2 / 0.2 5.6 / 5.8 4.1 / 4.3 No No
8 0.2 / 0.1 5.4 / 5.6 4.0 / 4.1 No No
SR 267 and Soaring Way
14 0.2 / 0.1 7.9 / 8.1 5.8 / 5.9 No No
14 0.2 / 0.1 7.8 / 8.0 5.7 / 5.8 No No
14 0.1 / 0.1 7.7 / 7.8 5.6 / 5.7 No No
14 0.1 / 0.1 7.7 / 7.8 5.6 / 5.7 No No
SR 267 and Schaffer Mill Road
14 0.2 / 0.2 7.6 / 7.8 5.5 / 5.7 No No
14 0.2 / 0.1 7.4 / 7.6 5.4 / 5.5 No No
14 0.1 / 0.0 7.2 / 7.3 5.3 / 5.3 No No
14 0.1 / 0.0 7.2 / 7.3 5.3 / 5.3 No No
SR 267 and Northstar Drive
12 0.2 / 0.1 6.2 / 6.4 4.6 / 4.7 No No
12 0.2 / 0.2 6.0 / 6.2 4.4 / 4.6 No No
10 0.1 / 0.0 5.9 / 6.0 4.4 / 4.4 No No
10 0.1 / 0.1 5.8 / 5.9 4.3 / 4.4 No No
SR 267 and SR 28 EB Ramps
17 0.1 / 0.0 6.9 / 7.0 5.1 / 5.1 No No
17 -0.1 / -0.1 6.7 / 6.6 4.9 / 4.8 No No
16 0.1 / 0.0 6.5 / 6.6 4.8 / 4.8 No No
16 0.2 / 0.2 6.3 / 6.5 4.6 / 4.8 No No
Donner Pass Road and Donner Pass
Road Extension
14 -0.4 / -0.3 6.0 / 5.6 4.4 / 4.1 No No
14 -0.3 / -0.2 5.8 / 5.5 4.3 / 4.1 No No
14 -0.6 / -0.4 5.8 / 5.2 4.3 / 3.9 No No
14 -0.2 / -0.1 5.4 / 5.2 4.0 / 3.9 No No
Donner Pass Road Extension and
Glenshire Drive
14 0.4 / 0.2 5.2 / 5.6 3.9 / 4.1 No No
14 0.1 / 0.1 5.1 / 5.2 3.8 / 3.9 No No
14 0.3 / 0.2 4.9 / 5.2 3.7 / 3.9 No No
12 0.3 / 0.2 4.9 / 5.2 3.7 / 3.9 No No
Note: Includes ambient one-hour concentration of 3.4 ppm and ambient eight-hour concentration of 2.6 ppm.
Measured at the 468 Manzanita Ave, Chico, CA AQ Station in Butte County. The State one-hour standard is 20 ppm
and the eight-hour standard is 9 ppm.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
Table IV.D-7 Cumulative 2025 No Project and Plus Project CO Concentrations
Receptor
Distance
to Road
Centerline
(Meters)
Project
Related
Increase
1-hr/8-hr
(ppm)
No
Project/Plus
Project One-
Hour CO
Concentration
(ppm)
No
Project/Plus
Project Eight-
Hour CO
Concentration
(ppm)
Exceeds
State
Standards
Intersection 1-Hr 8-Hr
14 0.0 / 0.0 4.1 / 4.1 3.1 / 3.1 No No
14 0.1 / 0.1 4.0 / 4.1 3.0 / 3.1 No No SR 89 South and West River Street 12 0.0 / 0.0 4.0 / 4.0 3.0 / 3.0 No No
12 0.0 / 0.0 4.0 / 4.0 3.0 / 3.0 No No
14 0.1 / 0.1 3.8 / 3.9 2.9 / 3.0 No No
14 0.0 / 0.0 3.8 / 3.8 2.9 / 2.9 No No McIver Crossing and West River
Street 14 0.0 / 0.0 3.8 / 3.8 2.9 / 2.9 No No
14 0.0 / 0.0 3.8 / 3.8 2.9 / 2.9 No No
8 0.1 / 0.0 3.9 / 4.0 3.0 / 3.0 No No
8 0.0 / 0.0 3.9 / 3.9 3.0 / 3.0 No No Donner Pass Road and McIver
Crossing 8 0.0 / 0.0 3.9 / 3.9 3.0 / 3.0 No No
8 0.0 / 0.0 3.9 / 3.9 3.0 / 3.0 No No
13 0.0 / 0.0 3.8 / 3.8 2.9 / 2.9 No No
12 0.0 / 0.0 3.8 / 3.8 2.9 / 2.9 No No Spring Street and Donner Pass Road 10 0.0 / 0.0 3.8 / 3.8 2.9 / 2.9 No No
10 0.0 / 0.0 3.8 / 3.8 2.9 / 2.9 No No
14 -0.1 / -0.1 4.1 / 4.0 3.1 / 3.0 No No
14 -0.2 / -0.1 4.1 / 3.9 3.1 / 3.0 No No Bridge Street and Donner Pass Road 14 -0.1 / 0.0 4.0 / 3.9 3.0 / 3.0 No No
14 -0.1 / 0.0 4.0 / 3.9 3.0 / 3.0 No No
10 -0.1 / -0.1 3.8 / 3.7 2.9 / 2.8 No No
10 0.0 / 0.0 3.7 / 3.7 2.8 / 2.8 No No Bridge Street and Church Street 10 0.0 / 0.0 3.7 / 3.7 2.8 / 2.8 No No
10 0.0 / 0.0 3.7 / 3.7 2.8 / 2.8 No No
8 -0.1 / -0.1 3.9 / 3.8 3.0 / 2.9 No No
8 0.0 / 0.0 3.8 / 3.8 2.9 / 2.9 No No Bridge Street and Jibboom Street 8 0.0 / 0.0 3.8 / 3.8 2.9 / 2.9 No No
8 0.0 / 0.0 3.8 / 3.8 2.9 / 2.9 No No
8 -0.2 / -0.1 3.7 / 3.5 2.8 / 2.7 No No
8 -0.1 / 0.0 3.6 / 3.5 2.7 / 2.7 No No Donner Pass Road and Church Street 8 -0.1 / 0.0 3.6 / 3.5 2.7 / 2.7 No No
8 -0.1 / 0.0 3.6 / 3.5 2.7 / 2.7 No No
10 0.0 / 0.0 3.7 / 3.7 2.8 / 2.8 No No
10 -0.1 / -0.1 3.7 / 3.6 2.8 / 2.7 No No Donner Pass Road and Keiser Street 10 0.0 / 0.0 3.6 / 3.6 2.7 / 2.7 No No
10 0.0 / 0.0 3.6 / 3.6 2.7 / 2.7 No No
12 -0.1 / -0.1 4.1 / 4.0 3.1 / 3.0 No No
12 -0.1 / 0.0 4.0 / 3.9 3.0 / 3.0 No No Glenshire Drive and Donner Pass
Road 12 -0.1 / 0.0 4.0 / 3.9 3.0 / 3.0 No No
10 0.0 / 0.0 3.9 / 3.9 3.0 / 3.0 No No
14 0.0 / 0.0 4.3 / 4.3 3.2 / 3.2 No No
14 0.0 / 0.0 4.3 / 4.3 3.2 / 3.2 No No Donner Pass Road and Pioneer Trail 14 -0.1 / 0.0 4.3 / 4.2 3.2 / 3.2 No No
14 0.0 / 0.0 4.2 / 4.2 3.2 / 3.2 No No
8 -0.1 / 0.0 4.6 / 4.5 3.4 / 3.4 No No
8 0.0 / 0.0 4.5 / 4.5 3.4 / 3.4 No No SR 89 North and Donner Pass Road 8 -0.1 / -0.1 4.4 / 4.3 3.3 / 3.2 No No
8 0.0 / 0.0 4.3 / 4.3 3.2 / 3.2 No No
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NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
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Intersection
Receptor
Distance
to Road
Centerline
(Meters)
Project
Related
Increase
1-hr/8-hr
(ppm)
No
Project/Plus
Project One-
Hour CO
Concentration
(ppm)
No
Project/Plus
Project Eight-
Hour CO
Concentration
(ppm)
Exceeds
State
Standards
1-Hr 8-Hr
Bridge Street and West River Street 14 0.0 / 0.0 4.1 / 4.1 3.1 / 3.1 No No
14 -0.1 / -0.1 4.1 / 4.0 3.1 / 3.0 No No
14 -0.1 / -0.1 4.1 / 4.0 3.1 / 3.0 No No
14 0.0 / 0.0 4.0 / 4.0 3.0 / 3.0 No No
Palisades Drive and Brockway Road 12 -0.1 / 0.0 4.3 / 4.2 3.2 / 3.2 No No
12 0.0 / 0.0 4.2 / 4.2 3.2 / 3.2 No No
10 0.0 / 0.0 4.2 / 4.2 3.2 / 3.2 No No
10 0.0 / 0.0 4.1 / 4.1 3.1 / 3.1 No No
Martis Valley Road and Brockway
Road
8 0.0 / 0.0 4.1 / 4.1 3.1 / 3.1 No No
8 0.0 / 0.0 4.1 / 4.1 3.1 / 3.1 No No
8 0.0 / 0.0 4.1 / 4.1 3.1 / 3.1 No No
8 0.0 / 0.0 4.1 / 4.1 3.1 / 3.1 No No
SR 267 and Soaring Way 14 -0.1 / -0.1 4.8 / 4.7 3.6 / 3.5 No No
14 -0.1 / -0.1 4.8 / 4.7 3.6 / 3.5 No No
14 0.0 / 0.0 4.7 / 4.7 3.5 / 3.5 No No
14 0.0 / 0.0 4.7 / 4.7 3.5 / 3.5 No No
SR 267 and Schaffer Mill Road 14 -0.1 / -0.1 4.5 / 4.4 3.4 / 3.3 No No
14 0.0 / 0.0 4.4 / 4.4 3.3 / 3.3 No No
14 0.0 / 0.0 4.4 / 4.4 3.3 / 3.3 No No
14 0.0 / 0.0 4.4 / 4.4 3.3 / 3.3 No No
SR 267 and Northstar Drive 12 0.0 / 0.0 4.3 / 4.3 3.2 / 3.2 No No
12 0.0 / 0.0 4.2 / 4.2 3.2 / 3.2 No No
10 0.0 / 0.0 4.2 / 4.2 3.2 / 3.2 No No
10 -0.1 / -0.1 4.2 / 4.1 3.2 / 3.1 No No
SR 267 and SR 28 EB Ramps 17 0.0 / 0.0 4.1 / 4.1 3.1 / 3.1 No No
17 0.0 / 0.0 4.1 / 4.1 3.1 / 3.1 No No
16 0.0 / 0.0 4.0 / 4.0 3.0 / 3.0 No No
16 0.0 / 0.0 4.0 / 4.0 3.0 / 3.0 No No
Donner Pass Road and Donner Pass
Road Extension
14 0.0 / 0.0 3.6 / 3.6 2.7 / 2.7 No No
14 0.0 / 0.0 3.6 / 3.6 2.7 / 2.7 No No
14 -0.1 / 0.0 3.6 / 3.5 2.7 / 2.7 No No
12 -0.1 / 0.0 3.6 / 3.5 2.7 / 2.7 No No
Donner Pass Road Extension and
Glenshire Drive
10 -0.1 / 0.0 4.0 / 3.9 3.0 / 3.0 No No
10 -0.1 / 0.0 4.0 / 3.9 3.0 / 3.0 No No
10 -0.1 / 0.0 4.0 / 3.9 3.0 / 3.0 No No
10 -0.1 / 0.0 4.0 / 3.9 3.0 / 3.0 No No
Note: Includes ambient 1-hour concentration of 3.4 ppm and ambient 8-hour concentration of 2.6 ppm. Measured
at the 468 Manzanita Ave, Chico, CA AQ Station in Butte County. The State 1-hour standard is 20 ppm and the 8-
hour standard is 9 ppm.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
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(4)
(5)
General Health Risks of Toxics. Determining how hazardous a substance is
depends on many factors, including the amount of the substance in the air, how it enters
the body, how long the exposure lasts, and what organs in the body are affected. One major
way these substances enter the body is through inhalation of either gases or particulates.
While many gases are harmful, very small particles penetrate deep into the lungs,
contributing to a range of health problems. Exhaust from diesel engines is a major source
of these airborne particles. California’s Office of Environmental Health Hazard Assessment
(OEHHA) has determined that long-term exposure to diesel exhaust particulates poses the
highest cancer risk of any toxic air contaminant it has evaluated. Fortunately, improvements
to diesel fuel and diesel engines have already reduced emissions of some of the
contaminants, which, when fully implemented, will result in a 75 percent reduction in
particle emissions from diesel-powered trucks and other equipment by 2010 (compared to
2000 levels) and an 85 percent reduction by 2020.
There are currently no federal project-level requirements for air toxics analysis, and CEQA
only requires a consideration of the risks from toxics. The NSAQMD has not established its
own health risk thresholds, instead complying with the State’s maximum individual cancer
risk significance threshold of 10 in 1 million (1.0 x 10-5) and a noncarcinogenic hazard index
of 1.0.
Analysis of Site Specific Toxics. According to ARB,14 when conducting a health
risk assessment (HRA), the surrogate for whole diesel exhaust is diesel particulate matter,
and is used as the basis for the potential risk calculations. When conducting an HRA, the
potential cancer risk from inhalation exposure to diesel PM will outweigh the potential non-
cancer health impacts. Therefore, inhalation cancer risk is required for every HRA. When
comparing whole diesel exhaust to speciated diesel exhaust (e.g., polynuclear aromatic
hydrocarbons, metals), potential cancer risk from inhalation exposure to whole diesel
exhaust will outweigh the multi-pathway cancer risk from the speciated components. For
this reason, there will be few situations where an analysis of multi-pathway risk is
necessary.15
To estimate the potential cancer risk associated with project-related diesel engine exhaust,
a dispersion model is used to translate an emission rate from a source location to a
concentration at a receptor location of interest. Dispersion modeling varies from the
simpler, more conservative screening-level analysis to the more complex and refined
detailed analysis. This assessment was conducted using the ARB health risk model, HARP,
which includes the EPA complex dispersion model ISCST3. In addition to examining the
14 Air Resources Board, 2005. http://www.arb.ca.gov/toxics/harp/docs/userguide/
appendixK.pdf.
15 OEHHA. 2003. Air Toxics Hot Spots Program Risk Assessment Guidelines, Appendix D, Risk
Assessment Procedures to Evaluate Particulate Emissions from Diesel-Fueled Vehicles, Section B.
August.
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
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risks from diesel exhaust particulate, this assessment includes the risks from diesel exhaust
gases. This model provides a detailed estimate of concentrations considering site and
source geometry, source strength, distance to receptor, and site specific meteorological
data.
Emission Estimates. The
only trains operating on the loop
track in the vicinity of the project
are snow clearing equipment called
spreaders and flangers. These
operate as needed, as much as 24
hours a day during heavy snow fall. Typically the period from about mid-October through
mid-March is when sufficient snow accumulates to require clearing. These devices are
powered by diesel (engine) locomotives of varying size and horsepower. Emissions from
locomotives are relatively low. Emissions factors in the EPA’s Technical Highlights: Emission
Factors for Locomotives (EPA420-F-97-051, December 1997) were used to estimate train
emissions. Since the health risk covers a 70-year period and the model only accepts one
emission rate for that whole period, the emissions factors shown in Table IV.D-8 for 2025
were selected as a conservative representative for the whole period.
Trains, in general, and these flangers and spreader in particular, are rarely, if ever, operated
at full throttle. Emissions vary considerably as the throttle is adjusted. The throttle position
is referred to as the load factor, and for this analysis it was assumed that a 50 percent load
factor was a conservative estimate of this equipment use, since this portion of track is
primarily used to turn the equipment around. The typical load factor assumed for line haul
locomotives is 40 percent.16
The train equipment was modeled as a series of 45 volume emission sources spaced at
various intervals located depending on the proximity to the Plan Area, as shown in
Figure IV.D-1. The total concentration at the residential area is the sum of all sources of
emissions. Such model input details as stack height and dimensions were based on a typical
electric/diesel hybrid locomotive.
Receptors were placed in a general grid extending in all directions to characterize the risk
level isopleths and at locations of residences. The most representative meteorological data
available is from the City of Reno area. 17 The model input and output sheets, including the
model grid and isopleths results, are included in Appendix D.
16 U.S. Environmental Protection Agency, Compilation of Air Pollution Factors Volume II: Mobile
Sources, Fourth Edition, September 1985.
17 ARB web site, www.arb.ca.gov/toxics/harp/metfiles.htm, on 4/24/08.
Table IV.D-8 Train Emission Factors (g/bhp-hr)
Category VOC PM10
Locomotives operating in 2025 0.36 0.22
Notes: g/bhp-h = Grams Per Brake Horsepower-Hour.
Source: EPA EPA420-F-97-051, December 1997.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
The emissions from trains moving by on the mainline are included in this analysis based on
the conservatively high emissions rates used. However, such emissions are negligible
compared to the emissions from the very slowly moving spreaders and flangers. The
mainline trains only pass infrequently compared to the spreaders and flangers that, when
there is snow, operate as much as 24 hours a day. Additionally, the mainline train engine
would be operating in a mode that is more efficient resulting in lower emissions per mile
than the spreaders and flangers. Further, the mainline train emissions are near to the Plan
Area only momentarily as they pass by.
Diesel powered road vehicles are also sources of diesel PM in the project vicinity. However,
the emissions from the spreaders and flangers are of much greater concern than emissions
from diesel-powered road vehicles, primarily because the spreaders and flangers operate
nearly non-stop for days into weeks during heavy snowfall periods. Delivery trucks, which
are not all diesel-powered, would only operate occasionally, by comparison. Additionally,
the emissions from road vehicles such as delivery trucks are restricted by State and federal
regulations resulting in lower emissions every year, much less than even 10 years ago.
Including the truck emissions in this estimate does not measurably change the findings of
this analysis, and is therefore considered to be less than significant.
Acute Emission Impacts. Exposure to diesel exhaust can have immediate health
effects. Diesel exhaust can irritate the eyes, nose, throat, and lungs, and it can cause
coughs, headaches, lightheadedness, and nausea. In studies with human volunteers, diesel
exhaust particles made people with allergies more susceptible to the materials to which
they are allergic, such as dust and pollen. Exposure to diesel exhaust also causes
inflammation in the lungs, which may aggravate chronic respiratory symptoms and increase
the frequency or intensity of asthma attacks. However, according to the rulemaking on
Identifying Particulate Emissions from Diesel-Fueled Engines as a Toxic Air Contaminant
(ARB 1998), the available data from studies of humans exposed to diesel exhaust are not
sufficient for deriving an acute non-cancer health risk guidance value. While the lung is a
major target organ for diesel exhaust, studies of the gross respiratory effects of diesel
exhaust in exposed workers have not provided sufficient exposure information to establish
a short-term non-cancer health risk guidance value for respiratory effects. However, for this
assessment Acrolein was included as
a part of diesel exhaust to insure
that this acute effect was not
overlooked. Table IV.D-9 shows the
resulting acute health risk is 0.031
compared to the threshold of 1.0.
Therefore, the potential for short-
term acute exposure would be less
than significant.
Table IV.D-9 Inhalation Health Risks from Train
Sources
Nearest
Future
Residence
(Feet)
Carcinogenic
Inhalation
Health Risk
Chronic
Inhalation
Health
Index
Acute
Inhalation
Health
Index
7.1 0.0065 0.017 100
10 in a million 1.0 1.0 Threshold
Source: LSA Associates, Inc., 2008.
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The ARB has taken steps to achieve the risk reduction goals of the Diesel Risk Reduction
Plan including the facilitation of a voluntary agreement with Union Pacific Railroad Company
(UPRR) and Burlington Northern Santa Fe (BNSF) Railway Company which became effective on
June 30, 2005. The Agreement obligates UPRR and BNSF to reduce locomotive and
associated diesel particulate emissions in and around California's railyards and railroad
rights-of-way. To reduce diesel emissions, the agreement includes a statewide idling
reduction program and maximum use of low sulfur diesel in locomotives fueled in
California. The agreement also requires a detailed evaluation of advanced control measures
that could reduce diesel particulate emissions up to 90 percent from uncontrolled levels
generated by applicable locomotives.
Additionally, several State and federal rulemaking efforts are underway to reduce emissions
from railroads including the Carol Moyer program 18 and other incentive efforts, and
Governor Schwarzenegger’s Goods Movement Action Plan for California’s ports, railways
and highway system.19
18 The Carl Moyer program is grant program implemented by a partnership of ARB and local air
districts that fund the incremental cost of cleaner-than-required engines and other sources of
pollution. Projects to reduce emissions from on-road heavy duty vehicles, idle reduction technologies,
locomotives and others are eligible for the program.
19 The Goods Movement Action Plan will develop a statewide implementation plan for goods
movement capacity expansion, goods movement-related environmental and community mitigation,
and goods movement-related homeland security and public safety enhancement. It will define the
required elements to synchronize and to integrate efforts to achieve relief and improvement.
Carcinogenic, Chronic and Acute Impacts. The results of the health risk assessment
are also shown in Table IV.D-9 and in Figure IV.D-1. The highest carcinogenic risk level
shown in Figure IV.D-1 is within a portion of proposed Industrial Heritage (IH) District. The
IH District would include development of residential units (see Chapter 3, Project
Description). The peak carcinogenic health risk level for at the location of any currently
planned residences is approximately 7.0 in a million. Table IV.D-9 shows the resulting
chronic and acute health risks are 0.0065 and 0.017, respectively, compared to their
thresholds of 1.0. Therefore, the health risks for both long-term and short-
term exposures to the rail operations would be less than significant.
While the above modeling and comparison to the EPA threshold addresses the single
emissions source of the railroad operations adjacent to the site, the average California
carcinogenic inhalation heath risk from all sources of exposure is currently 701 in a million.
The California Air Resources Board (ARB) has identified diesel locomotives and railyard
activities as a significant source of toxic emissions. In September 2000, the ARB approved
the comprehensive Diesel Risk Reduction Plan to reduce diesel emissions from both new
and existing diesel-fueled engines and vehicles. The goal of the Plan is to reduce diesel PM
emissions and the associated health risk by 75 percent in 2010 and 85 percent by 2020.
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FEET (APPROXIMATE)
MAP SOURCE: Windows Local.Live / PREPARED BY: LSA ASSOCIATES, INC.
16008000
- Emission Locations
1
2
5
LEGEND
- Carcinogenic Risk Level - 1 in 1Million
- Carcinogenic Risk Level - 2 in 1 Million
- Carcinogenic Risk Level - 5 in 1 Million
80
80
- Project Site
89
89
2
2
2
1 1
1
1
1
2
5
5
5
FIGURE IV.D-1
Truckee Railyard Master Plan EIR
Health Risk Analysis Results
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
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(6) Project-Related Greenhouse Gas Emissions Sources. Construction and
operation of Master Plan development would generate GHG emissions, with the majority of
energy consumption (and associated generation of GHG emissions) occurring during the
project’s operation (as opposed to its construction). Typically, more than 80 percent of the
total energy consumption takes place during the average expected lifetime use of buildings
and less than 20 percent is consumed during construction. As of yet, there is no study that
quantitatively assesses all of the GHG emissions associated with each phase of the
construction and use of an individual development.
Overall, the following activities associated with the proposed project could contribute to the
generation of GHG emissions:
Removal of Vegetation. The removal of vegetation for construction results in a loss of
the carbon sequestration in plants during the construction period. However, planting of
new or replacement vegetation (e.g., street trees) would result in a net addition to
carbon sequestration capacity and lower the carbon footprint of the project over its
useful life.
Construction Activities. Construction equipment typically uses fossil-based fuels to
operate. The combustion of fossil-based fuels creates GHGs such as CO2, CH4, and
N2O. Furthermore, CH4 is emitted during the fueling of heavy equipment.
Gas, Electric and Water Use. Natural gas use results in the emissions of two GHGs: CH4
(the major component of natural gas) and CO2 from the combustion of natural gas.
Electricity use can result in GHG production if the electricity is generated by combusting
fossil fuel. California’s water conveyance system is energy intensive. Preliminary
estimates indicate that the total energy used to pump and treat this water exceeds 6.5
percent of the total electricity used in the State per year.
Solid Waste Disposal. Solid waste disposal contributes to GHG emissions in a variety of
ways. Landfilling and other methods of disposal use energy for transporting and manag-
ing the waste and they produce additional GHGs to varying degrees. Landfilling, the
most common waste management practice, results in the release of CH4 from the
anaerobic decomposition of organic materials. CH4 is 25 times more potent a GHG than
CO2. However, landfill CH4 can also be a source of energy. In addition, many materials
in landfills do not decompose fully, and the carbon that remains is sequestered in the
landfill and not released into the atmosphere.
Motor Vehicle Use. Transportation associated with the proposed project would result in
GHG emissions from the combustion of fossil fuels in daily automobile and truck trips.
GHG emissions associated with the project would occur over the short term from construc-
tion activities, consisting primarily of emissions from equipment exhaust. There would also
be long-term regional emissions associated with project-related vehicular trips and station-
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
ary source emissions such as natural gas used for heating. Preliminary guidance from OPR
and recent letters from the Attorney General critical of CEQA documents that have taken
different approaches indicate that lead agencies should calculate, or estimate, emissions
from vehicular traffic, energy consumption, water conveyance and treatment, waste gener-
ation, and construction activities. The calculation presented below includes construction
emissions in terms of CO2, and annual CO2eq GHG emissions from increased energy
consumption, water usage, solid waste disposal, as well as estimated GHG emissions from
vehicular traffic that would result from implementation of the Master Plan.
GHG emissions generated by the proposed project would predominantly consist of CO2. In
comparison to criteria air pollutants, such as ozone and PM10, CO2 emissions persist in the
atmosphere for a substantially longer period of time. While emissions of other GHGs, such
as CH4, are important with respect to global climate change, emission levels of other GHGs
are less dependent on the land use and circulation patterns associated with the proposed
land use development project than are levels of CO2.
Construction Impacts. Construction activities produce combustion emissions from
various sources such as site grading, utility engines, on-site heavy-duty construction
vehicles, equipment hauling materials to and from the site, asphalt paving, and motor
vehicles transporting the construction crew. Exhaust emissions from on-site construction
activities would vary daily as construction activity levels change.
The only GHG with well-studied emissions characteristics and published emissions factors
for construction equipment is CO2. Using the URBEMIS 2007 model, it is estimated the
average daily CO2 emissions associated with construction equipment exhaust for the
proposed project would be approximately 1,189 per year, with total project construction-
related CO2 emissions of 14,266 tons. Model output sheets are included in Appendix D.
Architectural coatings (e.g., paint) used in construction of the specific Master Plan projects
may contain volatile organic compounds (VOCs) that are similar to reactive organic gases
(ROG) and are part of ozone precursors. However, there are no significant emissions of
GHGs from architectural coatings.
Operational Impacts. Long-term operation of the proposed project would generate
GHG emissions from area and mobile sources, and indirect emissions from stationary
sources associated with energy consumption. Mobile-source emissions of GHGs would
include project-generated vehicle trips associated with employee commutes, and visitor and
delivery vehicle trips to the Plan Area. Area-source emissions would be associated with
activities such as landscaping and maintenance of proposed land uses, natural gas for
heating, and other sources. Increases in stationary source emissions would also occur at off-
site utility providers as a result of demand for electricity, natural gas, and water by the
proposed uses.
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Energy and Natural Gas Use. Buildings represent 39 percent of U.S. primary energy use
and 70 percent of electricity consumption. The proposed project would increase the
demand for electricity and natural gas due to the increased square footage and number
of employees. The project would indirectly result in increased GHG emissions from off-
site electricity generation at power plants (approximately 2,400 tons of CO2eq/year).
Water Use. Water-related energy use consumes 19 percent of California’s electricity, 30
percent of its natural gas, and 88 billion gallons of diesel fuel every year. Energy use
and related GHG emissions are based on water supply and conveyance, water treatment,
water distribution, and wastewater treatment. Project-related estimates of water usage
and related energy usage are based a Water Supply Assessment detailed in Section IV.E.
Utilities. The water demand projection for development within the Master Plan Area is
406.2 acre-feet per year.
Solid Waste Disposal. The proposed project would also generate solid waste during the
operation phase of the project. The California Integrated Waste Management Board
(CIWMB) estimates an average waste generation rates for residents and employees per
jurisdiction. The 1,527 new residents and 349 employees (estimated based on office
and commercial square footage) resulting from buildout of the proposed Master Plan
would generate approximately 2.7 tons per day of solid waste. To determine the net
GHG emissions from landfilling, the CO2eq emissions from CH4 generation, carbon
storage (treated as negative emissions), and transportation CO2 emissions were
considered.
Mobile Sources. Mobile sources (vehicle trips and associated miles traveled) would be
the largest emission source of GHGs associated with the proposed project.
Transportation is also the largest source of GHG emissions in California and represents
approximately 38 percent of annual CO2 emissions generated in the State. Like most
land use development projects, vehicle miles traveled (VMT) is the most direct indicator
of CO2 emissions from the proposed project and associated CO2 emissions function as
the best indicator of total GHG emissions. The proposed project would generate an
additional 9,580 trips over current conditions.
The proposed project would generate up to 17,000 tons of CO2eq per year of new
emissions, as shown in Table V.D-10. This is less than 0.0033 percent of the State’s total
emissions in 2004. The emissions from vehicle exhaust comprise approximately 82 percent
of the project’s total CO2eq emissions. The rate of emissions from vehicle exhaust is
controlled by the State and federal governments and are outside the control of the Town of
Truckee. However, project-related vehicular emissions would be reduced by the project
design, which includes site planning that encourages bicycling and public transportation
use and promotes numerous smart land use strategies. The proposed project has
components that are pedestrian-oriented, includes a mix of uses including housing,
live/work, artisan industry and commercial land uses, includes a diversity of housing types,
promotes compact development, accommodates variety of transportation modes, including
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IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
transit and transit shelters, provides a network of pedestrian sidewalks and bicycle lanes
and paths.
Approximately 14 percent of the CO2eq emissions are primarily associated with building
heating systems and increased regional power plant electricity generation due to the
project’s electrical demands. Specific development projects proposed under the Master Plan
would comply with existing State and federal regulations regarding the energy efficiency of
buildings, appliances, and lighting, which would reduce the project’s electricity demand.
The new buildings would be constructed in accordance with current energy efficiency
standards. The emissions from electricity generation also include estimates for water supply
and conveyance, water treatment, water distribution, and wastewater treatment. The
remaining GHG emissions are associated with natural gas combustion (4 percent) and
disposal of solid waste (less than 1 percent).
Compliance with AB 32. The California Environmental Protection Agency Climate
Action Team (CAT) and the California Air Resources Board (ARB) have developed several
reports to achieve the Governor’s GHG targets that rely on voluntary actions of California
businesses, local government and community groups, and State incentive and regulatory
programs. These include the CAT’s 2006 “Report to Governor Schwarzenegger and the
Legislature,” ARB’s 2007 “Expanded List of Early Action Measures to Reduce Greenhouse Gas
Emissions in California,” and ARB’s “Climate Change Draft Scoping Plan: a Framework for
Change.”
The reports identify strategies to reduce California’s emissions to the levels proposed in
Executive Order S-3-05 and AB 32 that are applicable to proposed project. The strategies
that apply to the project are contained in Table IV.D-11, which summarizes the extent to
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D. AIR QUALITY
Table IV.D-10 Long-Term Project Operational Emissions of GHGs
Emissions (tons per year)
Emission Source CO2 CH4 N2O CO2eq
Vehicles 14,000 0.43 1.4 14,000
Electricity Production 2,400 0.026 0.015 2,400
Natural Gas Combustion 740 0.014 0.014 740
Solid Waste N/A N/A N/A 118
17,000 0.47 1.4 17,000 Total Annual Emissions
Source: LSA Associates, Inc., August 2008.
which the project complies with the strategies to help California reach the emission
reduction targets.
The strategies listed in Table IV.D-11 are either part of the project, required mitigation
measures, or requirements under local or State ordinances. With implementation of these
strategies/measures, the project’s contribution to cumulative GHG emissions would be
reduced to a less-than-significant level. It should be noted that, the project would also be
subject to all applicable regulatory requirements, including the City’s Standard Conditions
of Approval, which would also reduce GHG emissions of the project.
It is important to consider the context for GHG emissions. GHG emissions are dispersed
throughout the atmosphere worldwide, and the effects of climate change are borne globally,
unlike CAP emissions, which have regional and/or local impacts on air quality. As noted
earlier, the extent to which GHG emissions attributable to the project can be treated as
“new” is uncertain. For this reason and others discussed above in the section describing
methods for analysis, it is more relevant to consider the GHG-efficiency (i.e., energy
efficiency) of a project rather than simply the mass of GHG emissions.
The various strategies set forth above would reduce greenhouse gas emissions. In many
cases these strategies are part of the project or required mitigation measures. In some
cases, they are a plan that requires approval by the ARB Board. The measures must be
adopted through the normal rulemaking process with the necessary public review and input.
In some cases, legislative action may be necessary. The specifics of these strategies and
actions are not available at the time of publication of this EIR.
In addition, the project would be subject to all applicable regulatory requirements, which
would also reduce the GHG emissions of the project. After implementation of Mitigation
Measure AIR-2 and application of regulatory requirements, the Master Plan would implement
appropriate GHG reduction strategies and not conflict with or impede implementation of
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Table IV.D-11 Project Compliance with Greenhouse Gas Emission Reduction
Strategies
Strategy Project Compliance
Energy Efficiency Measures
Building Energy Efficiency Standards in Place
and in Progress.a
Public Resources Code 25402 authorizes the
Energy Commission to adopt and periodically
update its building energy efficiency standards
(that apply to newly constructed buildings and
additions to and alterations to existing buildings).
Energy Efficiency.b
Maximize energy efficiency building and
appliance standards, and pursue additional
efficiency efforts. Reductions could be achieved
through enhancements to existing programs such
as increased incentives and even more stringent
building codes and appliance efficiency
standards.
Compliant.
The proposed project would be required to
comply with the updated Title 24 standards for
building construction. The project is seeking
Leadership in Energy and Environmental Design
(LEED) certification that will achieve energy
efficiency levels that exceed Title 24.
Appliance Energy Efficiency Standards in
Place and in Progress.a
Public Resources Code 25402 authorizes the
Energy Commission to adopt and periodically
update its appliance energy efficiency standards
(that apply to devices and equipment using
energy that are sold or offered for sale in
California).
Compliant.
Appliances within the Plan Area would be
consistent with existing energy efficiency
standards.
Water Conservation and Efficiency Measures
Water Use Efficiency.b
Approximately 19 percent of all electricity, 30
percent of all natural gas, and 88 million gallons
of diesel are used to convey, treat, distribute and
use water and wastewater. Increasing the
efficiency of water transport and reducing water
use would reduce GHG emissions.
Compliant.
The proposed project will incorporate water
conservation measures, including the installation
of landscaping that does not require permanent
irrigation and a stormwater management system
that infiltrates, reuses, or evapotranspires rain.
Solid Waste Reduction Measures
Increase Waste Diversion, Composting, and
Commercial Recycling, and Move Toward Zero-
Waste.
Increase waste diversion from landfills beyond the
50 percent mandate to provide for additional
recovery of recyclable materials. Composting and
commercial recycling could have substantial GHG
reduction benefits. In the long term, zero-waste
policies that would require manufacturers to
design products to be fully recyclable may be
necessary.
Compliant.
Preliminary data available from the California
Integrated Waste Management Board (CIWMB)
indicates that the Town of Truckee currently
exceeds the 50% diversion rates (70% in 2006)
with the implementation of 37 programs,
including source reduction, recycling, and public
education.
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
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D. AIR QUALITY
Table IV.D-11 Project Compliance with Greenhouse Gas Emission Reduction
Strategies (continued)
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Strategy Project Compliance
Transportation and Motor Vehicle Measures
Vehicle Climate Change Standards. b
AB 1493 (Pavley) required the State to develop
and adopt regulations that achieve the maximum
feasible and cost-effective reduction of GHG
emissions from passenger vehicles and light duty
trucks. Regulations were adopted by the ARB in
September 2004.
Light-Duty Vehicle Efficiency Measures.
Implement additional measures that could reduce
light-duty GHG emissions. For example, measures
to ensure that tires are properly inflated can both
reduce GHG emissions and improve fuel
efficiency.
Adopt Heavy- and Medium-Duty Fuel and
Engine Efficiency Measures.
Regulations to require retrofits to improve the
fuel efficiency of heavy-duty trucks that could
include devices that reduce aerodynamic drag
and rolling resistance. This measure could also
include hybridization of and increased engine
efficiency of vehicles.
Low Carbon Fuel Standard.b
ARB identified this measure as a Discrete Early
Action Measure. This measure would reduce the
carbon intensity of California's transportation
fuels by at least 10% by 2020.
Compliant.
The Master Plan does not involve the
manufacture, sale, or purchase of vehicles.
However, vehicles that operate within and access
the Plan Area would comply with any vehicle and
fuel standards that the ARB adopts.
Measures to Improve Transportation Energy
Efficiency.b
Builds on current efforts to provide a framework
for expanded and new initiatives, including
incentives, tools, and information that advance
cleaner transportation and reduce greenhouse
gas emissions.
Compliant.
The proposed project promotes programs which
encourage bicycling and public transportation use
through site planning and design elements. The
proposed project includes a bicycle lane and
sidewalks throughout Plan Area. Air Quality
mitigation measure AIR-2 also requires other
measures to promote alternative transit.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
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Table IV.D-11 Project Compliance with Greenhouse Gas Emission Reduction
Strategies (continued)
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Strategy Project Compliance
Smart Land Use and Intelligent Transportation
Systems (ITS). Smart land use strategies
encourage jobs/housing proximity, promote
transit-oriented development, and encourage
high-density residential/commercial development
along transit corridors. ITS is the application of
advanced technology systems and management
strategies to improve operational efficiency of
transportation systems and movement of people,
goods and services.
Compliant.
The proposed project includes several “Districts”,
which promote numerous smart land use
strategies. The project has components that are
pedestrian-oriented, includes a mix of uses
including housing, live/work, artisan industry and
commercial land uses, includes a diversity of
housing types, promotes compact development,
accommodates variety of transportation modes,
including transit and transit shelters, and
provides a network of pedestrian sidewalks and
bicycle lanes and paths.
Other
Local Government Actions and Regional
Targets. Encourage local governments to set
quantifiable emission reduction targets for their
jurisdictions; recommend regional greenhouse
gas emission reduction targets. The actions that
local governments take individually, and through
local and regional planning processes, can reduce
greenhouse gas emissions associated with
transportation, energy, waste/recycling, and
water use. Local governments should build on
existing strategies and adopt best practices to
achieve greenhouse gas reductions through
Community Energy, Community Waste and
Recycling, Community Water and Wastewater
Systems, Community Transportation, and
Community Design.
Compliant with Improvement Measures
Included
The Town of Truckee has incorporated a variety
of measures into the 2025 General Plan that will
reduce greenhouse gas emissions. The project
incorporates a number of strategies to reduce
GHG emissions through energy and community
design.
Measures to Reduce High Global Warming
Potential (GWP) Gases.
ARB has identified Discrete Early Action measures
to reduce GHG emissions from the refrigerants
used in car air conditioners, semiconductor
manufacturing, and consumer products. ARB has
also identified potential reduction opportunities
for future commercial and industrial refrigeration,
changing the refrigerants used in auto air
conditioning systems, and ensuring that existing
car air conditioning systems do not leak.
Compliant.
Products used, sold, or serviced in the Plan Area
would comply with current and future ARB rules
and regulations.
NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
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D. AIR QUALITY
Table IV.D-11 Project Compliance with Greenhouse Gas Emission Reduction
Strategies (continued)
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Strategy Project Compliance
Anti-Idling Enforcement.b
ARB adopted a diesel particulate air toxic control
measure in June 2004 to control idling of diesel-
fueled commercial motor vehicles. Enforcement
commenced the following year. This rule
prohibits, with some exceptions, the idling of
diesel-fueled commercial motor vehicles for more
than 5 minutes, and applies to both trucks and
buses greater than 10,000 lbs. gross vehicle
weight.
Compliant.
Vehicles that access the site would comply with
all anti-idling regulations, including ARB’s limits
on diesel-fueled commercial motor vehicle idling.
a California Environmental Protection Agency. 2006. Climate Action Team Report to Governor Schwarzenegger and
the Legislature. March.
b California Air Resources Board. 2008. Climate Change Draft Scoping Plan: a framework for change. June.
Source: LSA Associates, Inc., 2008.
reduction goals identified in AB 32, the Governor’s Executive Order S-3-05, and other
strategies to help reduce GHGs to the level proposed by the Governor.
(7) Impacts to the Proposed Project from Global Climate Change. Local
temperatures could increase in time as a result of global climate change, with or without
implementation of the proposed project. This increase in temperature could lead to other
climate effects including, but not limited to, increased flooding due to increased precipi-
tation and runoff and a decrease in the Sierra snowpack. Since the Plan Area is not located
in an area that would be subject to coastal or other flooding resulting from climate change,
the potential effects of climate change (e.g., effects of flooding on the Plan Area due to sea
level rise) on the proposed project would not be significant.
b. Significant Impacts. Implementation of the Master Plan would result in significant
impacts related to air quality as described below.
Impact AIR-1: Demolition and construction period activities could generate significant
dust, exhaust, and organic emissions. (S)
The proposed project would require excavation/removal of substantial amounts of soil. The
excavation of soil and other existing infrastructure improvements are construction activities
with a high potential for creating air pollutants. In addition to the dust created during
demolition and excavation, substantial dust emissions could be created as debris and soil
are loaded into trucks for disposal.
TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
Construction dust would also continue to affect local air quality during construction of the
project. Construction activities would generate exhaust emissions from vehicles/equipment
and fugitive particulate matter emissions that would affect local air quality.
Construction activities are also a source of organic gas emissions. Solvents in adhesives,
non-water-base paints, thinners, some insulating materials and caulking materials would
evaporate into the atmosphere and would participate in the photochemical reaction that
creates urban ozone. Asphalt used in paving is also a source of organic gases for a short
time after its application.
Project related construction emissions were calculated using the URBEMIS 2007 model. The
emissions were calculated assuming construction phasing from the year 2009 through the
year 2020. The NSAQMD does not have significance thresholds for construction emissions.
Construction emission estimates are included in Appendix D.
The effects of construction activities would be increased dustfall and locally elevated levels
of PM10 downwind of construction activity. Construction dust would be generated at levels
that would create an annoyance to nearby properties.
Implementation of the following mitigation measure would reduce construction period air
quality impacts to a less-than-significant level.
Mitigation Measure AIR-1: The project applicant shall submit a grading plan for the
project which includes the following conditions:
a. Alternatives to open burning of vegetative material will be used unless otherwise
deemed infeasible by the Town Planner. Among suitable alternatives are chipping,
mulching or conversion to biomass fuel.
b. The applicant shall be responsible for ensuring that adequate dust control measures
are implemented in a timely manner during all phases of project development and
construction.
c. Temporary traffic control shall be provided during all phases of construction to
improve traffic flow as deemed appropriate by local transportation agencies and/or
Caltrans.
d. Construction activities should be scheduled to direct traffic flow to off-peak hours as
much as practicable.
e. All material excavated, stockpiled, or graded shall be sufficiently watered, treated, or
covered to prevent fugitive dust from leaving the property boundaries and causing a
public nuisance or violation of ambient air standard during the dry season. Watering
should occur at least twice daily, with complete site coverage during the dry season.
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f. All areas with vehicle traffic shall be watered or have dust palliative applied as
necessary for regular stabilization of dust emissions.
g. All on-site vehicle traffic shall be limited to a speed of 15 mph on unpaved roads.
h. All land clearing, grading, earth moving, or excavation activities on a Plan Area shall
be suspended as necessary to prevent excessive windblown dust when winds are
expected to exceed 20 mph.
i. All inactive portions of the development site (previously graded areas which remain
inactive for 96 hours) shall be covered, seeded, or watered until a suitable cover is
established. Alternatively, the applicant may apply County-approved non-toxic soil
stabilizers (according to manufacturers specifications) to all inactive construction
areas in accordance with the local grading ordinance.
j. All material transported off-site shall be either sufficiently watered or securely
covered to prevent public nuisance, and there must be a minimum of six (6) inches
of freeboard in the bed of the transport vehicle.
k. Paved streets adjacent to the project shall be swept or washed at the end of each
day, or more frequently if necessary to remove excessive or visibly raised
accumulations of silt and/or mud which may have resulted from activities at the Plan
Area.
l. Wheel washers shall be installed where project vehicles and/or equipment enter
and/or exit onto paved streets from unpaved roads. Vehicles and/or equipment shall
be washed prior to each trip if necessary.
m. Prior to final occupancy, the applicant shall re-establish ground cover on the site
through seeding and watering in accordance with the local grading ordinance. (LTS)
Impact AIR-2: Implementation of the Master Plan would result in an increase in Long
Term Regional Emissions that would exceed the Northern Sierra Air Quality
Management District Significance Criteria. (S)
Long-term air emission impacts would be those associated with changes in permanent
usage of the Plan Area. Mobile source emissions would result from vehicle trips associated
with the proposed project. Increases in long-term stationary emissions associated with
buildout of the Plan were calculated along with project-related mobile source emissions. The
Urban Emission Model was used to calculate long-term stationary and mobile source
emissions associated with the proposed project. URBEMIS output sheets are included in
Appendix D of this report.
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TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
The daily emissions associated with project operational stationary and mobile source
emissions are identified in Table IV.D-12 for reactive organic gases (ROG) and nitrogen
oxides (NOx) (two precursors
of ozone) and coarse and
fine particle matter (PM10
and PM2.5 respectively). The
NSAQMD has established
thresholds of significance for
ozone precursors and PM10
of 136 pounds per day;
however, they have not
established a threshold for
emissions of PM2.5.
Proposed project emissions
shown in Table IV.D-10 would exceed these thresholds of significance for ROG, and PM10,
and therefore, the proposed project would have a significant effect on regional air quality.
Table IV.D-12 Project Regional Emissions in Pounds Per
Day
Reactive
Organic
Gases
Nitrogen
Oxides PM10 PM2.5
Project Buildout
Regional Emissions 181.32 70.43 238.31 163.15
NSAQMD Significance
Threshold 136.0 136.0 136.0 NA
Exceed? Yes No Yes NA
Source: LSA Associates, Inc., 2008.
Implementation of the following mitigation measure would help to reduce regional air
quality impacts of the proposed project:
Mitigation Measure AIR-2: The project applicant shall implement the following mitigation
measures:
a. Each residence shall be equipped with a non-wood burning source of heat. Prior to
issuance of any temporary or final certificates of occupancy or prior to recordation
of the final map, the applicant shall prohibit the use of woodstoves within the Plan
Area by placing a deed restriction on the title of the property or shall pay an air
quality mitigation fee to the Air Quality Mitigation fund to offset PM10 emissions
from solid fuel burning appliances. All new solid fuel burning appliances shall be
EPA Phase II Certified and limited to one wood-burning appliance per residence. The
amount of the mitigation fee shall be $300 for each solid fuel burning appliance that
will or may be installed or the fee established by the Town Council resolution and in
effect at the time of building permit issuance or final map recordation.
b. The project shall provide for on-site bus turnouts, passenger benches, and shelters
as demand and service routes warrant, subject to review and approval by the Town
Engineer.
c. The proposed project shall contribute a proportionate share to the development
and/or continuation of a regional transit system. Contributions may consist of
dedicated right-of-way, capital improvements, easements, etc. The Town Engineer
shall be consulted for specific needs.
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NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR
IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
d. All inactive portions of the development site (previously graded areas which remain
inactive for 96 hours) shall be covered, seeded, or watered until a suitable cover is
established. Alternatively, the applicant may apply Town-approved non-toxic soil
stabilizers (according to manufacturers specifications) to all inactive construction
areas in accordance with the local grading ordinance.
e. The project shall provide for pedestrian access between bus service and major
transportation points within the project where feasible.
f. The project shall contribute a proportion share to traffic-flow improvements (i.e.,
right-of-way, capital improvements) that reduce emissions and are not considered as
substantial growth-inducing. The local transportation agency shall be consulted for
specific needs.
g. A particulate matter emissions study meeting the requirements of the Particulate
Matter Air Quality Management Plan shall be submitted in order to estimate the
amount of emissions associated with full build-out of the project and generated from
vehicle tail pipes and re-entrained road dust. The study shall be prepared by traffic
and air quality consultants who have been approved by the Town Planner prior to
preparation of the study. The study shall be consistent with the emissions
calculation formulas utilized in the Particulate Matter Air Quality Management Plan
and shall comply with all requirements of the Town Planner.
Prior to issuance of any temporary or final certificates of occupancy for the permit,
the applicant shall pay an air quality mitigation fee to the Air Quality Mitigation fund
to offset PM10 emissions from vehicle tail pipes and re-entrained road dust. The
amount of the mitigation fee shall be $7,366 per ton of emissions generated by
development authorized by the permit or allowed upon recordation of the final map
or the fee established by Town Council resolution and in effect at the time of
building permit issuance or final map recordation.
Even with implementation of this multipart mitigation measure, emissions would
exceed the regional emission threshold. Additional measures are not available to
reduce regional air quality impacts to a less-than-significant level. Therefore, this
impact would be significant and unavoidable. (SU)
Impact AIR-3: Implementation of the Master Plan could result in construction activities
unexpectedly encountering hazard materials or hazardous waste in soil that could
result in exposure of persons in the Plan Area to stationary source toxic air contam-
inants. (S)
While implementation of the Master Plan would not include any known stationary toxic air
contaminant sources (i.e., sources other than the mobile source toxic air contaminants
discussed in Section IV.D.2.a(3) above), the historic uses of the site have potentially resulted
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TRUCKEE RAILYARD DRAFT MASTER PLAN EIR NOVEMBER 2008
IV. SETTING, IMPACTS AND MITIGATION MEASURES
D. AIR QUALITY
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in groundwater and soil contamination that could become sources of stationary toxic air
contaminants if disturbed during the construction phases of the project.
Section IV.J, Hazards and Public Safety, of this document discusses impacts associated with
potential hazard materials or hazardous waste materials potentially being found in the soil
and groundwater of the proposed Master Plan site. The following summarizes the
discussion contained within the Hazards section.
The Master Plan Area has areas of known and potential, but as yet uncharacterized, or only
partly characterized, soil and groundwater contamination associated with historic site uses.
Potential sources of the contamination include former commercial and industrial uses that
have occupied the Master Plan Area. The chemicals in the soil and groundwater are
hazardous and exposure to the chemicals via direct contact, inhalation or other means may
present a risk to future site occupants.
Businesses that transport, store and handle hazardous materials have operated in the
Master Plan Area in the past and continue to operate there now. In addition to hazardous
materials sites compiled pursuant to Government Code Section 65962.5 (Table IV.J-1), there
are other businesses in the area that have reported hazardous materials releases or usage,
including the storage of fuel or other chemicals in underground storage tanks and transport
via pipelines. There is some possibility that historic or current businesses in the Master Plan
Area have had unreported releases of hazardous materials. If these materials are
encountered unexpectedly during construction they would present a risk to workers, the
public or the environment.
However, implementation of the following mitigation measure would prevent exposure of
persons within the Plan Area to these potential toxic air contaminants and would thus
reduce this impact to a less-than-significant level:
Mitigation Measure AIR-3: The project applicant shall implement mitigation measures
HAZ-1, HAZ-2a, and HAZ-2b. (LTS)