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Jonathan Hayes - Greystar Updated March 15, 2017 - Page 10 DPM and PM2.5 emissions from trains on the rail line were calculated using EPA emission factors for locomotives 14 and CARB adjustment factors to account for fuels used in California 15. Caltrain’s current locomotive fleet consists of twenty 3,200 horsepower (hp) locomotives of model year or overhaul date of 1999 or later, three 3,200 hp locomotives of model year 1998, and six 3,600 hp locomotives of model year 2003.16 The current fleet average locomotive engine size is about 3,285 hp. In estimating diesel emissions prior to electrification a fleet average locomotive engine size of 3,285 hp was used. When electrification occurs, Caltrain will retain the six 3,600 hp locomotives and the three model year 1998 3,200 hp locomotives 17 . In estimating diesel locomotive emissions for the case of electrification, and average locomotive horsepower of 3,467 hp was used. The Federal Railroad Administration reports train crossing information for rail lines. Data for the rail line near the project indicates that train speeds are 10 to 79 mph near the station (Brewster Street crossing) and 40 to 79 mph at maple Street 18. Passenger trains that would not stop at the Redwood City station were assumed to be traveling at an average speed of 40 mph in the vicinity of the project site. Passenger trains stopping at the Redwood City station were assumed to be traveling at an average speed of 10 mph in the vicinity of the station. Emissions from the freight trains were calculated assuming they would use two locomotives with 2,300 hp engines (total of 4,600 hp) and would be traveling at about 40 mph, since they do not stop at the Redwood City station. Since the exposure duration used in calculating cancer risks is 30 years (in this case the period from 2020 through 2049), the Caltrain and freight train average DPM emissions were calculated based on average EPA emission factors for the periods 2020, 2021- 2025, 2026-2035, and 2036-2049. Dispersion modeling of locomotive emissions was conducted using the EPA’s ISCST3 dispersion model and five year (2001-2005) of hourly meteorological data from the San Carlos Airport prepared for use with the ISCST3 model by the BAAQMD. Locomotive emissions from train travel within about 1,000 feet of the project site were modeled as a line source comprised of a series of volume sources along the rail line. The modeling included on-site receptors placed throughout the project’s new residential area with a 6 meter spacing (20 feet). Receptors were modeled at both the first and second floor levels of the proposed project. Figure 2 shows the railroad line segments used for the modeling and receptor locations at the project site where concentrations were calculated. The maximum modeled long-term DPM and PM2.5 concentrations occurred at the first floor level project receptors near the northeastern corner of the project site. Maximum health risk impacts at the project site are reported in Table 2. Based on the rail line modeling, the maximum annual PM2.5 concentration from DPM emitted by trains was 0.02 μg/m3. Increased cancer and non- 14 Emission Factors for Locomotives, USEPA 2009 (EPA-420-F-09-025) 15 Offroad Modeling, Change Technical Memo, Changes to the Locomotive Inventory, CARB July 2006. 16 Caltrain Commute Fleets. Available at: http://www.caltrain.com/about/statsandreports.html. Accessed March 4, 2016. 17 Caltrain 2015. Short Range Transit Plan:FY2015-2024. October 1, 2015. 18 U.S. DOT Crossing Inventory Form – see website below accessed on 3/10/2017 http://safetydata.fra.dot.gov/OfficeofSafety/PublicSite/Crossing/XingLocResults.aspx?state=06&countycity=2980,&railroad=&reportinglevel =ALL&radionm=City&street=&xingtype=3&xingstatus=1&xingpos=1 8.A. - Page 93