[Federal Register Volume 79, Number 161 (Wednesday, August 20, 2014)]
[Rules and Regulations]
[Pages 49239-49244]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2014-19554]
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ENVIRONMENTAL PROTECTION AGENCY
40 CFR Part 52
[EPA-R10-OAR-2013-0713; FRL-9915-40-Region 10]
Approval and Promulgation of Implementation Plans; Washington:
Kent, Seattle, and Tacoma Second 10-Year PM10 Limited
Maintenance Plan
AGENCY: Environmental Protection Agency (EPA).
ACTION: Final rule.
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SUMMARY: The EPA is approving a limited maintenance plan submitted by
the State of Washington on November 29, 2013, for the Kent, Seattle,
and Tacoma maintenance areas for particulate matter with an aerodynamic
diameter less than or equal to a nominal 10 micrometers
(PM10). The EPA first identified these areas in 1987 as
potentially violating the 24-hour PM10 national ambient air
quality standard (NAAQS). All three areas have been attaining the NAAQS
since 1990, due to State Implementation Plan (SIP) measures such as a
residential wood smoke control program, a prohibition on outdoor
burning, and industrial controls. The areas were redesignated to
attainment for the 24[hyphen]hour PM10 NAAQS effective May
2001, when the EPA approved the first 10[hyphen]year maintenance plan.
This limited maintenance plan covers the second 10-year maintenance
period ending in May 2021. The EPA received one set of adverse comments
focused primarily on proposed coal export terminals that may be built
in the Pacific Northwest or possible expansion of coal export terminals
in Canada that may impact the three maintenance areas in the future.
DATES: This final rule is effective September 19, 2014.
ADDRESSES: The EPA has established a docket for this action under
Docket ID No. EPA-R10-OAR-2013-0713. All documents in the docket are
listed on the www.regulations.gov Web site. Although listed in the
index, some information is not publicly available, e.g., Confidential
Business Information (CBI) or other information the disclosure of which
is restricted by statute. Certain other material, such as copyrighted
material, is not placed on the Internet and will be publicly available
only in hard copy form. Publicly available docket materials are
available either electronically through www.regulations.gov or in hard
copy at the Air Programs Unit, Office of Air Waste and Toxics, EPA
Region 10, 1200 Sixth Avenue, Seattle, WA 98101. The EPA requests that
if at all possible, you contact the individual listed in the FOR
FURTHER INFORMATION CONTACT section to view the hard copy of the
docket. You may view the hard copy of the docket Monday through Friday,
8:00 a.m. to 4:00 p.m., excluding Federal holidays.
FOR FURTHER INFORMATION CONTACT: Jeff Hunt at telephone number: (206)
553-0256, email address: [email protected], or the above EPA, Region 10
address.
SUPPLEMENTARY INFORMATION:
Definitions
For the purpose of this document, we are giving meaning to certain
words or initials as follows:
(i) The words or initials ``Act'' or ``CAA'' mean or refer to the
Clean Air Act, unless the context indicates otherwise.
(ii) The words ``EPA'', ``we'', ``us'' or our mean or refer to the
United States Environmental Protection Agency.
(iii) The initials ``SIP'' mean or refer to State Implementation
Plan.
(iv) The words ``Washington'' and ``State'' mean the State of
Washington.
Table of Contents
I. Background Information
II. Response to Comments
III. Final Action
IV. Statutory and Executive Orders Review
I. Background Information
On August 7, 1987, the EPA identified portions of Kent, Seattle,
and Tacoma as ``Group I'' areas of concern for having a greater than
95% probability of violating the 24-hour PM10 NAAQS (52 FR
29383). On November 15, 1990, the Group I areas of Kent, Seattle, and
Tacoma were designated as nonattainment for PM10 by
operation of law upon enactment of the Clean Air Act Amendments. The
Washington Department of Ecology (Ecology) and the Puget Sound Clean
Air Agency (PSCAA) worked with the communities of Kent, Seattle, and
Tacoma to establish PM10 pollution control strategies.
Primary control strategies for the three areas included a residential
wood smoke control program, a prohibition on open burning, and
industrial emission controls. These control measures were highly
successful, with monitoring data showing Kent, Seattle, and Tacoma
meeting the PM10 NAAQS since 1987, 1990, and 1989,
respectively, with further declines in PM10 levels in
subsequent years.
The EPA fully approved the PM10 attainment plans for
Kent, Seattle, and Tacoma on July 27, 1993, October 26, 1995, and
October 25, 1995, respectively (58 FR 40059, 60 FR 54812, and 60 FR
54599). The EPA then approved a 10-year maintenance plan redesignating
all three areas from nonattainment to attainment, making them
maintenance areas effective May 14, 2001 (66 FR 14492). The limited
maintenance plan that the EPA is approving in this final rule was
submitted to fulfill the second 10-year planning requirement in section
175A(b) of the Clean Air Act, to ensure compliance with the
PM10 NAAQS through May 14, 2021. The EPA proposed approval
of this limited maintenance plan on December 26, 2013 (78 FR 78311).
II. Response to Comments
On March 10, 2014, the EPA received one set of comments opposing
the EPA's proposed approval of the PM10 limited maintenance
plan for Kent, Seattle and Tacoma. The comments primarily focus on the
potential impact that three coal export terminals, proposed to be built
in the Pacific Northwest, could have on PM10 concentrations
in the maintenance areas. The commenter also raises the possibility of
other similar impacts if there is an increase in locomotive traffic
related to tar sands/oil shipments or expansion of Canadian coal export
terminals. Lastly, the commenter questions the methodology used by the
EPA, PSCAA, and Ecology in estimating emissions in the 2011 emissions
inventory from current rail traffic to Canadian coal export terminals
that may pass through the maintenance areas.
These comments are similar to comments previously submitted on
February 22, 2013, related to emissions impacts of locomotive coal
transport in the emissions inventory for the Tacoma fine particulate
matter (PM2.5) nonattainment area (Docket No. EPA-R10-OAR-
2012-0712). The EPA responded to these comments in the May 29, 2013
final rulemaking approving the inventory explaining that we found no
trends of increased PM2.5 impacts from coal dust at the
chemical speciation monitor using data as of 2011, or increases in
ambient concentrations of PM2.5 generally, corresponding to
the increased locomotive traffic from 2008 to 2011
[[Page 49240]]
cited by the commenter (78 FR 32131).\1\ The EPA also notes that the
Washington State Environmental Policy Act (SEPA) and the National
Environmental Policy Act (NEPA) processes for reviewing coal export
proposals cited in the February 22, 2013 letter are ongoing. The EPA
concluded that many of the issues raised by the commenter about the
potential impacts of future projects were beyond the scope of the EPA's
action on the Tacoma PM2.5 nonattainment area control
measures and baseline emissions inventory.
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\1\ See Tacoma PMF Soil Results included in Docket No. EPA-R10-
OAR-2012-0712.
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Due to the limited nature of this final action, we are only
responding to those comments directly relevant to the Kent, Seattle,
and Tacoma second 10-year maintenance plan for PM10. In
reviewing the geographic distance and the likely rail routes, the EPA
does not expect significant PM10 impacts to the Kent,
Seattle, and Tacoma maintenance areas from the terminal proposals for
Longview, Washington or Port of Morrow, Oregon cited by the commenter.
Other potential future impacts, such as proposals for the Gateway
Pacific Terminal at Cherry Point, Washington or the expansion of
Canadian terminals, are not far enough along in their development that
the scope or impact of their emissions can be estimated with any degree
of certainty. For example, the commenter questions future impacts from
empty rail cars returning through the maintenance areas if the Gateway
Pacific Terminal is constructed or if rail traffic increases due to the
expansion of Canadian terminals. However, it is not known whether empty
rail cars would return through the maintenance area or whether the
empty cars could use the more direct but mountainous route that
bypasses the maintenance area entirely. Such future route decisions
will depend on several rail system factors.
Similarly, it is also unclear whether terminal operators would
implement measures to address potential fugitive dust. As noted by the
commenter, the draft Environmental Impact Statement (EIS) for the
Gateway Pacific proposal will not be complete for at least another year
and it is uncertain if washing of rail cars or other measures to reduce
fugitive dust would be implemented should that facility be built. Given
the range of uncertainty surrounding the proposed terminals, including
whether the terminals will be constructed, the location(s) of such
terminals, and decisions of terminal and railway operators that would
affect rail routes, locomotive emissions and fugitive dust emissions,
the EPA believes the level of project-specific inquiry suggested by the
commenter is beyond the scope of the Kent, Seattle, and Tacoma second
10-year maintenance plan for PM10.
Accordingly, the EPA is responding to four parts of the March 10,
2014 comments that are pertinent to the limited maintenance plan:
Ensuring maintenance through the second 10-year maintenance period, the
EPA's approval of a monitoring system modification for PM10,
the proximity of monitors for determining compliance with the
PM10 NAAQS, and the adequacy of the State's current
emissions inventory for PM10.
A. Ensuring Maintenance Through the Second 10-Year Maintenance Period
Comment: The commenter is concerned that proposed coal export
terminals, such as the proposed Gateway Pacific Terminal at Cherry
Point near Bellingham, Washington, could have dramatic impacts on the
Kent, Seattle, and Tacoma PM10 maintenance areas if the
terminals were to be approved and constructed as proposed.
Specifically, the commenter is concerned that, if constructed, the
proposed terminals could result in greater coal train traffic through
the maintenance areas with corresponding increases in locomotive and
fugitive coal dust emissions that could raise PM10
concentrations in the area. The commenter also raises concern that the
expansion of existing Canadian coal export terminals or increased
shipments of tar sand and/or Bakken oil to refineries could cause
similar increases in PM10. The commenter claims that because
the PM10 limited maintenance plan for Kent, Seattle and
Tacoma does not fully account for potential increases in locomotive and
fugitive coal dust emissions should the proposed terminals be
constructed, or existing facilities expanded, it does not ensure
maintenance and therefore must be disapproved by the EPA. The commenter
further states that the maintenance plan and contingency measures do
not contain regulatory mechanisms to address potential increases in
PM10 during the maintenance period.
Response: Many of the proposed coal export terminals cited by the
commenter are undergoing NEPA and/or SEPA review and it is not known
whether the facilities will be constructed, and if they are
constructed, the size and scope of operations that would be authorized.
Nor is there certainty about other projects cited by the commenter,
such as the expansion of Canadian export terminals or the potential
future growth in the shipment of oil to refineries. In addition, as the
commenter notes, there are several possible rail routes that could be
used and it is not known whether locomotive traffic associated with
coal or oil shipments would traverse or bypass the maintenance areas
or, as may be the case, whether routes would constantly vary based on
decisions by the rail operator.
At this time, due to the speculative nature of the projects,
neither PSCAA nor Ecology can reasonably evaluate the potential impact
of the projects on future emissions growth in the maintenance areas.
However, based on our experience to date with these areas, we believe
the dramatic PM10 impacts forecasted by the commenter are
likely overstated. A recent study entitled Diesel Particulate Matter
Emission Factors and Air Quality Implications from In-Service Rail in
Washington State, USA by Daniel A. Jaffe, et al. (``the Jaffe study'')
measured a PM10 to PM2.5 ratio of 1.15 for coal
trains.\2\ This means that the vast proportion (87%) of the total
PM10 mass measured from coal trains in the Jaffe study was
PM2.5, with only a minor fraction (13%) of particulate mass
falling within the PM2.5 to PM10 range. As noted
in the previous May 29, 2013 response to the commenter, the EPA found
no trend of increased PM2.5 impacts from coal dust at the
Tacoma chemical speciation monitor using data as of 2011, or increases
in ambient concentrations of PM2.5 generally, corresponding
to the increased locomotive traffic from 2008 to 2011 (78 FR 32131).\3\
Using the close relationship between PM10 and
PM2.5 found in the Jaffe study, the EPA would expect that
any dramatic rise in PM10 levels would have a corresponding
rise in PM2.5 levels. Instead, after accounting for year-to-
year meteorological variations, the general PM2.5 trend
appears to be declining despite increased coal export traffic between
2008 and the present.
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\2\ Calculated from Figure 7, Jaffe, D. A., H. Greg, S.
Malashanka, J. Putz, J. Thayer, J. L. Fry, B. Ayres, J. R. Pierce,
Diesel particulate matter emission factors and air quality
implications from in-service rail in Washington State, USA,
Atmospheric Pollution Research 5, 344-351, 2014.
\3\ See Tacoma PMF Soil Results included in Docket No. EPA-R10-
OAR-2012-0712.
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The EPA also reviewed Federal Reference Method (FRM) and Federal
Equivalent Method (FEM) monitored PM10 and PM2.5
levels at the nearby Beacon Hill monitoring site which is located
approximately one mile from the rail lines that pass through
Seattle.\4\ In recent years, 2011 to 2014, there have been no
observations of PM10 at the
[[Page 49241]]
Beacon Hill FRM monitor above 35 [mu]g/m\3\, let alone the
PM10 standard of 150 [mu]g/m\3\. In addition, while the rail
transport of coal is new to the Kent, Seattle, and Tacoma maintenance
areas, rail traffic of coal nationally, including Powder River Basin
(PRB) coal, is not. In considering the dramatic rise in future
PM10 emissions predicted by the commenter, the EPA would
expect to have recorded observations of similar dramatic
PM10 impacts at monitors in other areas of the nation,
especially the East and Midwest where heavy rail traffic of coal has
been prevalent for decades. The EPA is not aware of any current
monitors exhibiting such dramatic PM10 impacts from coal
train dust.
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\4\ See Beacon Hill monitoring included in the docket for this
action.
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The EPA, Ecology, and PSCAA are fully committed to ensuring
maintenance through the second 10-year maintenance period. Contrary to
the commenter's assertion, the qualification criteria for the limited
maintenance plan option do provide a regulatory mechanism to address
the commenter's primary concern that rapid and significant increases in
locomotive and fugitive coal dust emissions could result in an
exceedance of the PM10 NAAQS. Under the August 9, 2001
limited maintenance plan guidance (Memorandum from Lydia Wegman,
Director, Air Quality Standards and Strategies Division, titled
``Limited Maintenance Plan Option for Moderate PM10
Nonattainment Areas''), as part of the qualification criteria, the EPA
sets a 5-year average margin of safety threshold of 98 [mu]g/m\3\, well
below the 150 [mu]g/m\3\ 24-hour PM10 NAAQS. To continue
qualifying for the limited maintenance plan option, a state is required
to recalculate the 5-year average PM10 emissions annually to
assure the averages for the areas continue to remain below the 98
[mu]g/m\3\ margin of safety. Emission increases that result in an
exceedance of the 98 [mu]g/m\3\ margin of safety require a state to
take actions to reduce PM10 concentrations and provide one
additional opportunity to requalify for the limited maintenance plan
option. If efforts to reduce PM10 concentrations fail, or if
they succeed but the area continues to experience increases in
PM10 concentrations, the limited maintenance plan option
will no longer be available and a state will be required to submit a
full maintenance plan, including a maintenance demonstration and
adequate contingency measures, within 18 months.
The estimated 5-year average PM10 design values in the
areas are: 463 [mu]g/m\3\ for Kent, 505 [mu]g/
m\3\ for Seattle, and 588 [mu]g/m\3\ for Tacoma (estimated
using a PM2.5 correlation method discussed in more detail
below). Even assuming a certain level of statistical error, all of
these estimates are well below both the 98 [mu]g/m\3\ margin of safety
and the 150 [mu]g/m\3\ 24-hour NAAQS. In its limited maintenance plan
submission, PSCAA committed to conduct an annual recalculation of the
3-year and 5-year design value estimates. Any increases in future
estimated design values provide PSCAA an opportunity to assess and
address PM10 increases to continue qualifying for the
limited maintenance plan option. Based on the data and trends for the
Kent, Seattle, and Tacoma maintenance areas, the EPA believes that the
limited maintenance plan is protective of the PM10 NAAQS. If
the projects cited by the commenter are built and cause a corresponding
increase in PM10 concentrations such that the margin of
safety is exceeded, the limited maintenance plan requires appropriate
consequences that would address the increase in PM10
concentrations and/or revoke the area's ability to qualify for a
limited maintenance plan and require a full maintenance plan within 18
months.
Lastly, based on our review of the data and emission sources, a
violation of the 24-hour PM2.5 standard would happen well
before a potential violation of the 24-hour PM10
standard.\5\ The PM10 to PM2.5 correlation
analysis provided in the limited maintenance plan shows that
PM2.5 levels would need to reach 122 [mu]g/m\3\ for Kent,
113 [mu]g/m\3\ for Seattle, and 114 [mu]g/m\3\ for Tacoma before a
violation of the 24-hour PM10 standard is likely. Even
factoring in the commenter's doubts about the accuracy of the
correlation analysis discussed below, these estimates provide a
significant margin of safety considering the 24-hour PM2.5
standard of 35 [mu]g/m\3\. As shown in the Jaffe study, and based on
our knowledge of sources in these maintenance areas, PM10
and PM2.5 emissions are closely intertwined. Any effort to
address PM2.5 nonattainment would have the co-benefit of
reducing PM10.
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\5\ See page 26 of the SIP submittal and the discussion on
PM10/PM2.5 correlation in the section below.
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In considering all the factors described above, the EPA has
determined that a limited maintenance plan that relies on the 98 [mu]g/
m\3\ margin of safety threshold for PM10 is both reasonable
and protective in ensuring continued maintenance, even as the mix of
emission sources may change over time.
B. The EPA's Approval of a Monitoring System Modification for PM10
Comment: The commenter raises concern that monitoring which relies
on current PM2.5 monitors and historical PM10 and
PM2.5 correlation data does not accurately capture the
effects of changing PM10 emissions over time from sources
such as fugitive coal dust or other particulate matter from increased
locomotive traffic. The commenter also questions the accuracy of the
PM10 and PM2.5 correlation analysis, noting
specific data points where the monitored observation greatly exceeded
the statistical modeling estimate.
Response: As described in the EPA's December 26, 2013 Federal
Register publication, the EPA proposed approval of a monitoring system
modification under 40 CFR 58.14(c)(3) which states that any state or
local air monitor station (SLAM) may be discontinued for any pollutant,
provided the monitor has not measured violations of the applicable
NAAQS in the previous five years, and the approved SIP provides for a
specific, reproducible approach to representing the air quality of the
affected county in the absence of actual monitoring data. See 78 FR
78311. In the case of the Kent, Seattle, and Tacoma maintenance areas,
the EPA proposed using existing PM2.5 monitors and
correlated PM10 and PM2.5 data to estimate
PM10 emissions. The EPA agrees with the commenter that
PM10 and PM2.5 correlations do vary over time and
location as the mix of emission sources change. However, for the
reasons described below, the EPA has determined that the monitoring
system modification proposed under 40 CFR 58.14(c)(3) is both
technically sound and protective of human health and the environment
with respect to the PM10 NAAQS.
Ecology, as part of the approved monitoring network plan, maintains
collocated PM10 and PM2.5 FRM and FEM monitors at
the nearby Beacon Hill site in Seattle.\6\ This monitoring site
provides the EPA access to ongoing collocated PM10 and
PM2.5 data, similar to the historical data calculated for
the Kent, Seattle, and Tacoma maintenance areas. Following the same
methodology used by PSCAA and Ecology, the EPA calculated Beacon Hill
PM10 to PM2.5 ratios for the winter period using
2003-2006 data (0.99) and 2011-2013 data (1.37). PSCAA and Ecology's
calculated PM10 to PM2.5 ratios for Kent (1.22),
Seattle (1.26), and Tacoma (1.29) all fall with the range of the Beacon
Hill data for the winter period calculated by the
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EPA. In the summer period, the EPA also calculated Beacon Hill
PM10 to PM2.5 ratios for 2003-2006 data (1.57)
and 2011-2013 data (1.70). The historical summer PM10 to
PM2.5 ratios calculated by PSCAA and Ecology for Kent
(2.07), Seattle (1.83), and Tacoma (2.44) are all greater than the
PM10 to PM2.5 ratio calculated by the EPA for
Beacon Hill (i.e., the PSCAA and Ecology PM10 to
PM2.5 ratios likely err on the side of overestimating
PM10 relative to the results calculated by the EPA).
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\6\ 2012 Ambient Air Monitoring Network Report and October 25,
2012 Network Approval Letter, included in the docket for this
action.
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The information above is relevant because the Jaffe study found
that the vast proportion (87%) of the total PM10 mass
measured from coal trains was PM2.5. Over time, if rail
traffic of coal becomes a more dominant factor in the emissions mix as
suggested by the commenter, the PM10 to PM2.5
ratio will be driven closer to the 1.15 ratio found in the Jaffe
study.\7\ Thus, the PM10 to PM2.5 ratios used for
Kent (2.07), Seattle (1.83), and Tacoma (2.44) will likely err on the
side of overestimating PM10 levels and are inherently more
protective than the ratio measured in the recent Jaffe study for coal
train emissions. It is also important to note that the nephelometers
used by PSCAA in all three maintenance areas measure light scatter at
one second intervals and do not exclude the PM2.5-10
particle range. Therefore, the commenter's concern about a sudden burst
of coal dust in the PM2.5-10 particle range would indeed be
measured by the instruments.
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\7\ Calculated from Figure 7, Jaffe, D. A., H. Greg, S.
Malashanka, J. Putz, J. Thayer, J. L. Fry, B. Ayres, J. R. Pierce,
Diesel particulate matter emission factors and air quality
implications from in-service rail in Washington State, USA,
Atmospheric Pollution Research 5, 344-351, 2014.
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Finally, the commenter questions the accuracy of the
PM10 and PM2.5 correlation analysis, noting
specific data points where the monitored observation exceeded the
statistical modeling estimate. The EPA raises two points in response to
this comment. First, the exact statistical fit of each data point is
less important than ensuring there is no bias in the models. In this
case, the EPA is satisfied that the slopes calculated by PSCAA are
representative of the data (i.e. for the outlier data points identified
by the commenter where the models underestimate actual PM10
emissions, the EPA can find an equal balance of data points where the
models overestimate actual PM10 emissions). Second, concern
over the statistical fit of the models might be greater but for the
fact that all of the data points collected over the entire eight years
of collocated monitoring, including the outliers identified by the
commenter, were all well below the 150 [mu]g/m\3\ NAAQS and also below
the 98 [mu]g/m\3\ margin of safety. Considering the form of the
PM10 NAAQS, which allows a certain degree of outliers, the
EPA believes it is highly unlikely that use of the statistical
correlation would result in undetected violations of the
PM10 NAAQS.\8\
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\8\ The twenty-four-hour average concentration of
PM10 in the ambient air must not exceed 150 [mu]g/m\3\
more than one time per year, on a three-year average.
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The EPA recognizes the importance of FRM and FEM monitoring. The
limited maintenance plan includes a trigger to reestablish FRM or FEM
PM10 monitoring should PM10 levels reach the 98
[mu]g/m\3\ margin of safety threshold. Reestablishing the FRM and FEM
above the margin of safety means that violations of the PM10
NAAQS and triggers for contingency measures would be assessed using
PM10 monitoring data collected by an FRM or FEM. However,
the EPA also recognizes that federal, state, and local monitoring
resources are finite. Agency resources to reestablish FRM or FEM
PM10 monitoring, as requested by the commenter, would likely
be at the expense of PM2.5 monitoring or other important
monitoring needs. Considering the far more pressing and likely greater
risks posed by PM2.5 as described above, the EPA is
approving the monitoring system modification under 40 CFR 58.14(c)(3).
C. The Proximity of Monitors for Determining Compliance With the PM10
NAAQS
Comment: The commenter broadly asserts that the monitoring system
modification proposed by the EPA violates 40 CFR part 58, Appendix D
for comparing an area's air pollution levels to the NAAQS, as discussed
above. Included in the commenter's discussion are concerns that, the
``EPA offers no evidence that the placement of the monitors is
appropriate for monitoring the trains'' and ``[t]he Kent monitor is a
neighborhood scale site to be representative of the Kent Valley Area,
not coal trains.''
Response: Many of the issues raised by the commenter, such as the
request for trackside microscale monitoring, are discretionary state or
local agency choices rather than a failure on the part of Washington to
meet 40 CFR part 58, Appendix D requirements. Appendix D to Part 58--
Network Design Criteria for Ambient Air Quality Monitoring describes
how data from FRM, FEM, and approved regional method (ARM) monitors
will be used for comparing an area's air pollution levels to the NAAQS.
Section 4.6 of the Pollutant-Specific Design Criteria for SLAMS Sites
contains the specific requirements for PM10. As discussed in
section 4.6(b), the EPA determined that the most important spatial
scales to effectively characterize the emissions of PM10
from both mobile and stationary sources are the middle scales and
neighborhood scales. Section 4.6(b)(c) describes the use of
neighborhood scale monitors for compliance with the NAAQS.
The Kent monitor, although designated as a neighborhood scale
monitor, is almost immediately adjacent to the railroad tracks, less
than 0.2 miles according to the scale in Figure 2.1 of the State's
submittal. The Seattle and Tacoma monitors are similarly located near
railroad corridors reflecting the industrial nature of the previous
PM10 nonattainment areas. While the Seattle and Tacoma
monitors are likely too far away to detect immediate fence line
microscale impacts from rail traffic, they meet the middle scale
criteria described in section 4.6(b)(3). Under section 4.6(b)(3) the
EPA determined that much of the short-term public exposure to
PM10 is on the middle scale and on the neighborhood scale.
The EPA regulations state that the middle scale and neighborhood
scale monitors are most important for determining compliance with the
NAAQS. This is not to dismiss the impact to environmental justice or
other sensitive populations from microscale impacts. The Jaffe study
found that, ``[f]or the one month of measurements at the Seattle site,
the average PM2.5 concentration was 6.8 [mu]g/m\3\ higher
near the rail lines compared to the average from several background
locations.'' Multiplying this 6.8 [mu]g/m\3\ increase in
PM2.5 levels times the PM10 to PM2.5
ratio for coal trains found in the Jaffe study (the highest ratio of
all the train types analyzed, and therefore the most conservative ratio
to use here) yields an estimated PM10 level of 7.82 [mu]g/
m\3\ at the immediate fence line. Even factoring in increased
locomotive growth at this conservative level, the extra increment
necessary to violate the 150 [mu]g/m\3\ PM10 NAAQS is
unlikely, given our understanding of current PM10 design
values of 46 3 [mu]g/m\3\ for Kent, 50 5
[mu]g/m\3\ for Seattle, and 58 8 [mu]g/m\3\ for Tacoma.
D. The Adequacy of the State's Current Emissions Inventory for PM10
Comment: Setting aside the broader issue of future growth in
emissions, the commenter criticizes the methodology used by the State
to estimate the 2011 emissions inventory, particularly
[[Page 49243]]
emissions of fugitive dust from coal trains.
Response: In responding to previous emissions inventory concerns
submitted by the commenter regarding the 2008 baseline emission
inventory for the Tacoma PM2.5 nonattainment area, the EPA
stated:
As noted in the proposal for this action, the EPA referred to
the August 2005 ``Emissions Inventory Guidance for Implementation of
Ozone and Particulate Matter NAAQS and Regional Haze Regulations''
(hereafter ``emissions inventory guidance'' or ``guidance''), to
assess the adequacy of Washington's submission. The guidance covers
several elements related to this comment. First, the mobile source
section in the guidance contains no discussion or requirement for
calculating fugitive dust from locomotive payloads. Instead,
fugitive dust emissions from all source categories are discussed in
section 5.4 of the guidance addressing nonpoint sources. The
guidance states, ``[n]onpoint sources are generally described as
those sources that are too small, numerous, or difficult to be
inventoried individually. Potential nonpoint sources of emissions
are given in Table 5.4-1 and potential crustal (dust) sources of PM
emissions are in Table 5.4-2. These tables are presented as guides
to assist State, local and Tribal agencies in focusing their
nonpoint source emission inventory efforts.'' The guidance goes on
to state, ``[t]he State, local and Tribal agencies may want to
concentrate their efforts on the most significant source
categories.'' The guidance acknowledges that States cannot
individually inventory all nonpoint source emissions, but should use
the best available data to inform which nonpoint source categories
to focus on in creating a comprehensive and accurate inventory of
actual emissions.\9\
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\9\ 78 FR 32131, May 29, 2013.
For the Kent, Seattle, and Tacoma PM10 maintenance
areas, PSCAA and Ecology requested the EPA's assistance in estimating
possible fugitive coal dust emissions from rail transport in the 2011
emissions inventory included in the State's submittal. The EPA
suggested using a paper entitled A Study of Fugitive Coal Dust
Emissions in Canada, November 2001, by Douglas L. Cope and Kamal K.
Bhattacharyya (``the Cope study''). The EPA neither endorses nor
rejects the findings of the Cope study, but merely acknowledges it was
one of the only recent studies the EPA could find at that time on this
topic prior to publication of the recent Jaffe study. Using these
emission factors, the State calculated a modest contribution to overall
PM10 emissions from rail transport of coal including both
diesel emissions and an estimate of potential fugitive dust (Seattle =
5%, Tacoma = 2%, and Kent = 6%, respectively, of overall
PM10 emissions from both diesel emissions and fugitive
dust).
As a general response to the commenter's concern about the fugitive
dust emissions methodology, the EPA notes that the Cope study and the
Jaffe study contain emission factors for both PM10 and
PM2.5. To the extent that the methodology used by the State
significantly underestimates PM10 emissions, as suggested by
the commenter, the EPA would expect to see similar increases in
PM2.5, particularly for the Kent monitor which is
immediately adjacent to a rail line. For example, the commenter
includes AMS/EPA Regulatory Model (AERMOD) modeling conducted for the
Port of Morrow, Oregon terminal proposal to suggest that the State
underestimated PM10 from fugitive dust and rail emissions in
the 2011 emissions inventory. The modeling submitted was for
PM2.5, with the commenter arguing that AERMOD ``does not
distinguish between PM10 and PM2.5 in terms of
modeled impacts.'' In assessing the predictive accuracy of any model,
it is important to measure against actual monitoring data. In this
case, figures 4.1.1, 4.1.4, and 4.1.7 of the limited maintenance plan
and the nearby Beacon Hill monitoring data show no dramatic increases
of PM2.5 in 2011 or the present. Therefore, the State's
conclusion that PM10 emissions in 2011 from rail transport
of coal constitute a minor proportion of the overall PM10
emissions inventory is consistent with all currently available
monitoring data for both PM10 and PM2.5.
The commenter also questioned the accuracy of the State's 2011
baseline emissions inventory for using an 85% control factor in
calculating estimated fugitive dust emissions applying the Cope study
methodology. The EPA recalculated the 2011 fugitive dust estimates for
PM10 using the State methodology as well as a scenario
assuming no control, included in the docket for this action. The
difference between the methodology used by the State and the
uncontrolled scenario calculated by the EPA was approximately 17 tons
of cumulative impact for all three maintenance areas, representing 1.2%
of the total PM10 inventory. To be clear, the EPA is not
opining on the validity of the Cope study, the 85% control factor, or
any other analysis or conclusions that may or may not result from the
ongoing NEPA and SEPA evaluation process. The EPA is simply stating
that the generally modest PM10 impacts from fugitive dust
calculated in the 2011 emissions inventory for this limited maintenance
plan appear to be consistent with our calculations and with current
monitoring data, and may in fact overestimate these impacts.
Lastly, the commenter questions the State's use of the Cope study
in calculating the 2011 emissions inventory because the Cope study does
not factor in the fugitive dust impact of empty rail cars returning
through the maintenance areas. More recent studies from Australia,
included in the docket for this action, suggest that the Cope study
might overestimate fugitive dust PM10 impacts from coal,
finding no statistically significant difference between coal trains
(both loaded and empty) and any other type of freight train.
Specifically, the Australian studies found ``that other contaminants
such as diesel may be of more concern than coal dust. This conclusion
is further supported by the fact that effect sizes were similar for
freight, loaded and unloaded coal trains, all of which are pulled by
diesel locomotives.'' \10\ Considering the study results and current
particulate matter monitoring data, the EPA concludes that the
relatively modest contributions calculated in the State's 2011
emissions inventory represent a good faith effort to quantify fugitive
dust emissions.
---------------------------------------------------------------------------
\10\ See page 3, Re-analysis of ARTC Data on Particulate
Emissions from Coal Trains, included in the docket for this action.
---------------------------------------------------------------------------
III. Final Action
The EPA is approving the limited maintenance plan submitted by the
State of Washington on November 29, 2013, for the Kent, Seattle, and
Tacoma PM10 maintenance areas, including approval of a
monitoring system modification for the areas. The EPA's approval of
this limited maintenance plan satisfies the section 175A Clean Air Act
requirements for all three areas, including the portion of the Puyallup
Indian Reservation that falls within the Tacoma PM10
maintenance area.
IV. Statutory and Executive Orders Review
Under the Clean Air Act, the Administrator is required to approve a
SIP submission that complies with the provisions of the Act and
applicable Federal regulations. 42 U.S.C. 7410(k); 40 CFR 52.02(a).
Thus, in reviewing SIP submissions, the EPA's role is to approve State
choices, provided that they meet the criteria of the Clean Air Act.
Accordingly, this action merely approves State law as meeting Federal
requirements and does not impose additional requirements beyond those
imposed by State law. For that reason, this action:
[[Page 49244]]
Is not a ``significant regulatory action'' subject to
review by the Office of Management and Budget under Executive Order
12866 (58 FR 51735, October 4, 1993);
does not impose an information collection burden under the
provisions of the Paperwork Reduction Act (44 U.S.C. 3501 et seq.);
is certified as not having a significant economic impact
on a substantial number of small entities under the Regulatory
Flexibility Act (5 U.S.C. 601 et seq.);
does not contain any unfunded mandate or significantly or
uniquely affect small governments, as described in the Unfunded
Mandates Reform Act of 1995 (Pub. L. 104-4);
does not have Federalism implications as specified in
Executive Order 13132 (64 FR 43255, August 10, 1999);
is not an economically significant regulatory action based
on health or safety risks subject to Executive Order 13045 (62 FR
19885, April 23, 1997);
is not a significant regulatory action subject to
Executive Order 13211 (66 FR 28355, May 22, 2001);
is not subject to requirements of Section 12(d) of the
National Technology Transfer and Advancement Act of 1995 (15 U.S.C. 272
note) because this action does not involve technical standards; and
does not provide the EPA with the discretionary authority
to address, as appropriate, disproportionate human health or
environmental effects, using practicable and legally permissible
methods, under Executive Order 12898 (59 FR 7629, February 16, 1994).
In addition, this rule does not have tribal implications as specified
by Executive Order 13175 (65 FR 67249, November 9, 2000), because the
rule neither imposes substantial direct compliance costs on tribal
governments, nor preempts tribal law. Therefore, the requirements of
section 5(b) and 5(c) of the Executive Order do not apply to this rule.
Consistent with EPA policy, the EPA nonetheless provided a consultation
opportunity to the Puyallup Tribe in a letter dated October 18, 2013.
The EPA did not receive a request for consultation.
The Congressional Review Act, 5 U.S.C. 801 et seq., as added by the
Small Business Regulatory Enforcement Fairness Act of 1996, generally
provides that before a rule may take effect, the agency promulgating
the rule must submit a rule report, which includes a copy of the rule,
to each House of the Congress and to the Comptroller General of the
United States. The EPA will submit a report containing this action and
other required information to the U.S. Senate, the U.S. House of
Representatives, and the Comptroller General of the United States prior
to publication of the rule in the Federal Register. A major rule cannot
take effect until 60 days after it is published in the Federal
Register. This action is not a ``major rule'' as defined by 5 U.S.C.
804(2).
Under section 307(b)(1) of the Clean Air Act, petitions for
judicial review of this action must be filed in the United States Court
of Appeals for the appropriate circuit by October 20, 2014. Filing a
petition for reconsideration by the Administrator of this final rule
does not affect the finality of this action for the purposes of
judicial review nor does it extend the time within which a petition for
judicial review may be filed, and shall not postpone the effectiveness
of such rule or action. This action may not be challenged later in
proceedings to enforce its requirements. (See section 307(b)(2).)
List of Subjects in 40 CFR Part 52
Environmental protection, Air pollution control, Incorporation by
reference, Particulate matter, Reporting and recordkeeping
requirements.
Dated: August 7, 2014.
Dennis J. McLerran,
Regional Administrator, Region 10.
40 CFR part 52 is amended as follows:
PART 52--APPROVAL AND PROMULGATION OF IMPLEMENTATION PLANS
0
1. The authority citation for part 52 continues to read as follows:
Authority: 42 U.S.C. 7401 et seq.
Subpart WW--Washington
0
2. Section 52.2470 is amended in paragraph (e) by adding a new entry in
Table 2--ATTAINMENT, MAINTENANCE, AND OTHER PLANS entitled
``Particulate Matter (PM10) 2nd 10-Year Limited Maintenance
Plan'' at the end of the section with the heading ``Attainment and
Maintenance Planning--Particulate Matter''.
The addition reads as follows:
Sec. 52.2470 Identification of plan.
* * * * *
(e) * * *
----------------------------------------------------------------------------------------------------------------
Applicable
Name of SIP provision geographic or State EPA approval date Comments
nonattainment area submittal date
----------------------------------------------------------------------------------------------------------------
* * * * * * *
----------------------------------------------------------------------------------------------------------------
Attainment and Maintenance Planning--Particulate Matter
----------------------------------------------------------------------------------------------------------------
* * * * * * *
Particulate Matter (PM10) 2nd 10- Kent, Seattle, and 11/29/13 8/20/14 [Insert ...................
Year Limited Maintenance Plan. Tacoma. Federal Register
citation].
* * * * * * *
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[FR Doc. 2014-19554 Filed 8-19-14; 8:45 am]
BILLING CODE 6560-50-P