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From YouTube: Interim Joint Committee on Transportation (7-5-22)
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B
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H
I
F
H
Okay,
before
we
get
started
just
a
couple
of
housekeeping
orders,
housekeeping
items
just
remind
everyone
to
silence
your
cell
phone
and
the
staff
wanted
me
to
remind
that.
This
has
the
staff
has
moved
offices
they're
no
longer
located
down
in
the
catacombs
of
the
basement,
but
they
have
moved
up
to
the
penthouse
on
the
fourth
floor,
into
room
493
of
the
annex.
So
if
you
need
them,
they'll
be
in
room
493.
H
H
Do
I
hear
a
motion
got
a
motion
and
a
second
all,
those
in
favor
of
approving
the
the
minutes.
Please
signify
by
saying
aye.
All
opposed
like
sign
motion,
carries
all
right.
Next
item
on
the
agenda
is
the
presentation
of
the
state's
electrical
vehicle
infrastructure
deployment
plan.
H
I
I
Today
be
sharing
with
you
what
our
initial
proposal
for
the
electric
infrastructure
deployment
plan,
I
say
initial,
because
we
anticipate
this
being
updated
routinely
over
the
five-year
life
of
the
national
electric
vehicle
infrastructure,
funding
or
nevi
funding
between
updates.
We
will
continue
to
receive
inputs
from
from
all
sectors
and
and
we'll
incorporate
that
into
future
updates.
I
So,
first,
I
want
to
share
with
you
a
little
bit
about
the
parameters
that
that
come
with
the
navi
funding.
These
are
the
the
federal
requirements
or
federal
guidelines.
First,
the
goal:
the
goal
of
the
nevi
funding
is
to
develop
a
convenient,
reliable,
affordable
and
equitable
national
ev
charging
network.
I
I
Next,
for
kentucky
we're
scheduled
to
receive
69
and
a
half
million
of
federal
funds
over
five
years
to
support
that
effort.
Initially
in
fiscal
year,
2022
10.3
million
is
is
available.
The
total
with
the
match
is
86.9.
This
is
as
with
most
federal
funding.
I
This
requires
a
20
non-federal
match,
and
emphasis
of
this
program
was
that
that
private
funds
would
be
could
be
used
to
match
these
federal
funds,
which
emphasizes
the
the
the
intent
for
this
to
be
a
a
privately
operated
system
and
not
publicly
owned.
I
The
initial
rollout
of
the
funds
is
to
build
out
the
the
alternative
fuels
corridor.
This
is
the
designated
corridors
throughout
the
the
nation.
I
In
order
to
access
the
funding,
we
have
to
have
a
federally
approved,
approved
by
the
joint
office,
joint
transportation
and
energy
office.
Once
we
that's
scheduled
to
be
approved
by
the
end
of
september,
that's
the
the
commitment
out
of
the
joint
office.
I
At
that
point,
we
should
have
access
to
the
first
two
years
of
federal
funds,
which
is
a
little
over
20
million
dollars,
20
to
24
million
dollars
to
make
sure
everybody's
there's
a
lot
of
a
lot
of
activity,
a
lot
of
movement
in
the
ev
industry,
so
just
to
set
the
the
stage
for
what
we
are
and
what
we're
not
talking
about.
There's
three
levels
of
ev
charging
level:
one
is
the
charger
that
comes
with
your
with
your
new
ev.
This
is
a
plug
in
the
wall.
I
I
This
is
where
you,
where
you
anticipate
you're,
going
to
spend
a
a
few
hours
at
this
location
and
you
plug
in
while
you,
while
you
do
whatever
activity
these
generally
require
about
10
hours
for
a
full
charge,
but
generally
a
full
charge
is
not
required
when
you
visit
one
of
these,
the
focus
of
the
initial
rollout
of
the
nevi
funds
is
on
fast
charging.
I
This
is
the
also
called
dcfc
or
direct
current
fast
charging.
These
would
are
estimated
to
give
you
a
full
charge
in
about
30
minutes.
I
These
are
the
really
associated
with
the
with
the
interstate,
so
the
really
ubiquitous
with
pulling
rolling
in
on
empty
and
filling
up
your
your
gas
tank
with
the
navy
funding.
The
requirement
is
to
fully
build
out
the
alternative
fuels
corridor.
As
I
mentioned,
that's
450
kilowatt
ports,
every
50
50
miles
along
those
designated
corridors,
the
once
that
is
certified
by
the
joint
office.
Then
we
can
move
into
community
charging
or
level
2
charging
or
other
other
types
we'll
get
into
that
a
little
bit
more
in
detail.
I
So
I
wanted
to
to
delve
into
a
little
bit
how
how
we
developed
this,
how
we
coordinated
this.
Of
course,
the
deployment
plan
is
being
led
by
kytc,
but
without
the
energy
and
environmental
cabinet,
the
public
service,
commission
and
federal
highway
administration.
We
would
not
be
where
we
are
today
beyond
that.
We
also
coordinated
extensively
with
economic
development,
finance
tourism,
workforce
development
on
very
various
aspects
of
the
plan.
I
I
The
goal
of
kentucky's
ev
plan
is
to
facilitate
access,
ev
access
through
every
corner
of
the
state
so
and
the
navy
focus
is
on
interstates,
but
the
interstates
was
not
sufficient
for
kentucky.
They
don't
provide
the
the
intra-state
connectivity,
so
we
it's
obvious
to
expand
that
to
include
the
parkway
system
in
kentucky,
which
is
kentucky's
interstates
beyond
that
there
were
still
significant
gaps
within
this
fast
charging
network.
We
proposed
a
number
of
corridors
to
help
fill
in
these
these
these
gaps.
These
are
the
quarters
noted
in
orange.
I
Note
that
the
the
initial
funding
is
limited
just
to
the
interstates
and
parkways,
and
this
does
not
include
the
the
potential
community
charging
that
would
be
beyond
the
fast
charging
aspect.
So,
as
I
mentioned,
the
the
initial
rollout,
the
initial
activity
you'll
see
associated
with
this
program
will
be
along
our
interstates
and
parkways.
I
To
to
accentuate
that
somewhat,
once
after
we
completely
build
out
the
alternative
fuels
corridor,
the
the
map
that
I
showed
just
previously,
we
will
certify
the
the
joint
office
will
certify
that
we
have
completed
build
out
of
that
corridor.
Then
we
can
move
into
to
what
we're
calling
phase
three
and
phase
four
of
the
program
phase
three
is
where
we
will
deploy
fast
chargers
along
the
other
priority
quarters.
The
quarter
shown
in
orange
phase
four
is
where
we'll
start
looking
at
community
and
destination
charters.
I
Now,
along
with
that,
I
want
to
note
that
these
corridors
they're
they're
very
draft
so
open
to
any
and
all
comment
between
now
and
and
when
we
begin
building
on
them
here,
two
to
three
years
from
now,.
I
I
Well,
we
don't
know
yet
the
locations
are
not
specified
within
our
plan
because
it
we
we
feel
that
that's
important
for
the
private
sector
to
help
guide
that
so
we've
intentionally
left
that
open
for
for
coordination
with
the
private
sector
to
identify
the
best
places
for
those
to
be
what
we
have
done
is
we
have
helped
guide
that
conversation
to
identify
where,
where
priority
and
suitability
and
I'll
get
a
little
bit
more
in
detail
with
that
in
a
minute,
let's
go
ahead
and
move
into
that.
I
This
is
very
consistent
with
a
lot
of
what
other
states
are
doing,
there's
very
few
that
are
getting
site
specific
and
some
are
almost
planning
to
plan.
So
they
have
not
gone
into
the
detail
that
we
have
today.
So
some
of
the
factors
that
that
we
will
be
looking
at
to
consider
for
deployment
one
to
ensure
geographic
distribution
and
and
appropriate
coverage
throughout
the
the
commonwealth
is
distance
to
compliant
or
fast
chargers
out
there
now,
both
as
they
come
online
and
those
that
are
existing
today.
I
Other
elements
to
consider
part
of
the
eligibility
is
to
ensure
equitable,
equitable
distribution
of
of
the
impacts
of
this,
and
so
with
that
we'll
be
looking
at
rural
locations
as
well
as
justice,
40
or
underrepresented
populations,
miles
of
quarter
coverage
that
just
it's
two
birds
with
one
stone,
essentially
where
we
have
junctions
of
interstates
and
parkways
or
concurrent
highways.
You
get
more
bang
for
your
buck.
I
If
you
deploy
along
those
areas,
the
next
two
intersecting
road
traffic
and
predicted
long
distance
trips,
that's
essentially
looking
at
demand
both
demand
on
the
corridor
as
well
as
cross
traffic
that
may
utilize
these
locations.
Where
there's
high
demand,
it
makes
sense
to
deploy
stations,
presence
of
amenities,
whoever
uses
these
sites
is
likely
going
to
spend
20-30
minutes
and
they
need
something
to
do
while
they're.
I
I
I
Next,
up
ownership
and
contracting
similar
to
many
states
kentucky
is
not
proposing
to
own
these
ev
stations.
We're
proposing
to
the
intent
of
the
program
seems
to
be
and
kentucky's
moving
along
with
that
for
this
to
support
and
and
roll
out
the
private
adoption
of
ev
stations,
and
so
that's
the
that's.
The
focus
moving
forward.
I
I
There
may
be
some
issues
there
we
haven't
heard
of
any
yet,
but
nobody's
had
nobody
has
had
their
their
plans
approved.
Yet
as
of
right
now,
we're
already
hearing
some
9
to
12
month
lead
times,
and
so
we're
we're
monitoring
that
and
determining
how
that's
how
that
may
affect
the
schedule,
along
with
that
there's
federal
rulemaking,
that's
outstanding
as
we
speak,
and
that's
going
to
guide
both
the
schedule
and
and
the
the
nature
of
the
deployment.
I
So
that's
the
the
long
and
short
of
what
we
had
to
share
with
you,
mr
chairman,
happy
to
entertain
any
questions.
If
you
have
them.
H
I
Yes,
sir,
we
have
had
extensive
conversations
with
a
number,
a
number
of
sectors
in
the
in
the
power
industry
and
they're
not
concerned
with
the
power
demand.
That's
out
there
now
there's
there
may
be,
I
won't
say
it
won't,
be
it
won't
be
seamless,
but
as
of
right
now
it's
it
would
take
a
very
rapid
adoption,
which
is
not
forecast
for
kentucky
to
really
have
a
a
tremendous
impact
on
the
electric
grid.
I
It's
going
to
be
similar
to
a
lot
of
the
adoptions
of
technology,
as
it
will
be
a
it
will
be
a
slow
adoption
and
it
will
be
a
slow
impact,
is
what
we're
hearing.
Okay.
E
Thank
you,
mr
chairman.
Senator
willie
wheeler
is
watching
online
and
he
had
the
same
question
as
representative
up
church
and
and
simply
we
wouldn't
know
if,
if
had
sufficient,
if
kentucky
electrical
infrastructure
was
sufficient
enough
to
meet
the
challenge,
and-
and
I
think
that
is
a
legitimate
question-
one
that
we'll
continue
to
be
asking.
E
I
That's
that
is
a
process
to
be
determined.
We
we
anticipate
bundling
these
to
an
extent
so
that
they're
they're
perhaps
deployed
a
quarter
at
a
time.
So
there's
potentially
multiple.
I
Additionally,
this
represents
the
the
publicly
supported
deployment
beyond
that
deployment
can
occur
on
its
own
and
the
demand
we
see
on
a
lot
of
the
interstates
within
five
to
ten
years.
They
will
require
more
than
what
this
program
will
roll
out
and
so
that
there
is
an
opportunity
for
the
marketplace
to
fill
in
where
this
market
this
these
funds
do
not
touch.
E
I
You
are
correct.
We
haven't
gotten
that
far
we've.
It
has
been
quite
a
sprint
to
get
to
to
get
this
plan
completed
by
by
this
point.
There's
a
lot
of
states
that
that,
unfortunately,
are
requesting
extensions
to
get
there.
So
that's
the
focus
of
our
next
efforts
to
really
dial
in
on
the
contracting
piece.
We
just
started
really
cracking
that
nut
over
the
past
month.
So
unfortunately
I
don't
have
anything
to
give
you
now.
K
You,
mr
chair,
thank
you
for
being
here
today.
It's
exciting!
This
is
our
future.
I
I
filed
a
bill
this
last
year
just
to
look
at
some
of
the
matching.
As
far
as
with
the
ev
purchases
to
match
the
federal
that
to
incentivize
the
use,
we
know
that
in
four
to
seven
years,
kentucky
being
a
logistic
hub
that
we're
going
to
need
to
be
on
grid
in
order
to
not
lose
that
economic
impact
that's
coming
through
so,
but
I
do
also
know
that
we're
kind
of
late
to
the
game.
K
My
concern
is
that
we
well,
I
guess
it's
the
benefit.
One
of
the
benefit
of
being
so
late
to
the
game
is
like
both
things
in
kentucky
we
get
to
learn
from
other
states
mistakes
and
we've
watched
some
of
the
monopolies.
That's
happened
other
places,
so
hopefully,
when
we're
doing
the
p3
we'll
make
sure
that
we
don't
have
one
or
two
to
find
up
all
the
license,
like
you
sometimes
see
with
liquor,
license
they'll
kind
of
hold
it
in
and
it
brings
the
cost
or
restricts
that
access.
K
I
know
if
I
fly
out
west
they're
replacing
you
see
over
and
over
the
30-minute
hubs,
so
they
can
get
in
and
out
I'm
replacing
with.
You
know
the
ones
they
have
the
longer
stations.
I
guess
it's
like
eight
hour
stations
or
ten
hour
stations,
so
they're
already
moving
to
this
new
upgraded
technology.
I
would
hate
for
kentucky
to
come
in
and
implement
old
technology
at
a
high
cost.
K
I
And
generally,
it's
a
different
type
of
technology
between
the
the
fast
charging,
which
is
the
30
minute
versus
the
the
level
two
charging
which
is
the
the
all
day.
If
you
will
so
it's
a
different
type
of
customer
and
majority
of
charging,
we
anticipate
is
going
to
be
done
at
home
rather
than
than
at
one
of
these.
This
is
really
to
promote
interstate
travel
and
facilitate
interstate
travel.
K
C
Yes,
I
understand
that
this
is
a
work
in
progress,
but
I
couldn't
help
but
notice
that
your
rollout
plan
leaves
eastern
kentucky
off
of
the
map.
Can
you
explain
that?
I
do
understand
that
recently
we
received
good
funding
in
the
road
plan
to
expand
the
mountain
parkway
through
prestonsburg,
but
we're
obviously
concerned
about
getting
these
types
of
resources
to
people
in
floyd
and
pike
counties
as
well.
Is
there
are
you
taking
that
into
account
for
future
possibilities.
I
Absolutely
ma'am
and
the
the
intent
was
to
to
roll
out
along
the
interstates
and
parkways
initially
and
then
roll
into
the
other
priority
quarters,
which
does
more
extensively
touch
eastern
kentucky,
and
that's
was
for
two
reasons.
One
interstates
helped
us
analyze
locations
where
our
interchange
has
helped
us
under
analyze,
where
the
the
priorities
and
suitabilities
of
locations
a
little
bit
easier,
because
it's
it's
it's
more
defined
on
surface
streets
beyond
the
parkway
system.
It's
it's
a
different
animal
and
we
were
not
ready
to
look
at
that
as
extensively.
I
F
Thank
you.
Thank
you
for
this
presentation
today.
I
greatly
appreciate
it.
I
do
want
to
say
I'm
thrilled
to
hear
that
you
are
going
to
involve
the
private
sector.
I
think
in
kind
of
some
beginning
conversations
you
know
there
was
talk
about
utilizing.
F
Our
current
rest
stops
and
I
had
a
lot
of
concern
about
that
just
for
safety
reasons,
but
also,
I
think
that
if
we
can
get
the
private
sector
involved,
it
alleviates
some
of
the
money
that
the
the
government's
going
to
have
to
provide,
which
brings
me
to
my
main
concern
about
this.
Is
I'm
looking
at
the
drafting
fund
plan
and
it
says
that
the
federal
government's
going
to
provide
86.9
million
with
our
match
being
17.4
million,
which
is
very
common.
But
where
is
that
money
going
to
come
from
the
road
fund
or
the
matching
money.
I
F
F
F
Okay
and
just
you
know,
kind
of
in
this
time
period
with
inflation
being
so
much
and
I
think
there's
a
lot
of
concern
with
freezing
the
the
two
cent
gas
tax
with
the
the
amount
of
money
that's
going
to
lose
the
state
and
our
roads
to
be
able
to
have
better
infrastructure.
F
I
So,
what's
your
all's
plan
for
that,
we
have
tried
to
incorporate
the
the
we
have
tried
to
overestimate
the
cost
of
initial
deployment.
To
take
some
of
that
into
consideration.
I
Additionally,
there's
buy
america
considerations,
which
is
has
not
been
a
factor
to
date
in
ev
chargers,
so
understanding
that
and
figuring
out
what
the
pressure
on
price
is
on
that
as
well
is,
is,
to
be
honest,
it's
still
somewhat
of
an
unknown,
so
we're
we
recognize
that
that's
part
of
the
reason
we
don't
know
the
size
of
the
of
the
phase
three
and
phase
four,
because
in
order
to
get
to
that,
we
have
to
build
out
the
the
alternative
fuels
corridor.
I
F
And
then
one
follow-up
question:
if
it's
okay
I
was
reading
about
it,
has
to
be
every
spaced
at
less
than
50
miles,
which
is
kind
of
funny
thinking
if
you're
going
through
rural
kentucky,
you
recognize
that
you
might
not
see
a
gas
station
for
50
miles.
Have
you
already
looked
at
the
you
know
with
the
map
looking
at
the
interstate
and
which
I
guess
the
interstates
are
different,
but
looking
at
the
parkways
and
freeways
across
kentucky
is
that
realistic
to
have
a
charging
station
less
than
every
50
miles?
We've.
I
Looked
at
it,
it's
not
unreasonable,
okay.
So
it's
we're
in
a
much
better
shape
than
some
of
the
western
states
where
you
can
go
100
miles
without
seeing
that
awesome,
we
do
have
the
we
do.
Have
the
framework
in
place
for
that.
E
I
just
want
to
follow
up
with
you
on
on
the
on
the
match:
the
the
state
match.
We
did
budget
in
in
our
budget,
17
million
dollars
general
fund
dollars
for
the
federal
match.
So
and
hopefully
there
there
be
some
money
that
you
do
require
from
these
private
partners,
but
the
federal
match
is
included
in
the
budget.
Yes,.
I
17
million
we're
we're
looking
at
that
and
we
haven't
yet
determined
how
best
to
allocate
that
toward
the
success
of
the
program.
I
We're
we're
looking
at
potential
areas
where
a
station
may
not
be
marketable
initially,
where
some
of
those
funds
may
may
be
best
to
allocate
towards
towards
that
deployment
to
ensure
the
success,
at
least
as
it's
being
stood
up.
But
we
do
recognize
and
appreciate
that
those
funds
being
out
there
we
have
have
not
yet
fully
vetted,
where
best
would
be
the
best
way
to
roll
those
out.
E
B
Thank
you,
mr
chairman,
and
appreciate
you
all
being
here
today
explaining
this
and
I'm
just
trying
to
clarify
clarify
a
little
bit
more
about
23
and
119
intersect
up
there
at
pike.
One
and
pennsylvania
is
loaded
with
people
coming
that
direction
down
to
23,
going
all
the
way
23's
a
four-lane
road
going
into
virginia.
B
I
They're
restricted
to
the
designated
alternative
fuels
corridor
which
currently
in
kentucky
we
have
proposed
to
be
the
interstates
and
parkways.
Once
those
corridors
are
built
out,
then
then
those
funds
can
be
extended
beyond
that
to
other
priority
highways,
of
which
23
is
one
that
we've
identified.
B
I
That's
going
to
be
yes,
sir,
between
between
bowling
green
and
london
is,
is
part
of
that
afc
network.
Okay
and.
I
G
Thank
you,
mr
chairman,
in
doing
your
research
and
looking
at
all
these
different
numbers
and
the
cost
have
you
looked
at
an
average
cost
of
a
vehicle
for
a
year,
maybe
adding.
I
would
assume
that
you're
looking
at
taxes
for
road
programs
for
a
road
or
loss
of
taxes
off
the
gasoline
you're,
looking
at
some
sort
of
revenue
off
of
the
electric
car
to
subsidize
our
costs
for
transportation
needs.
G
I'm
sure
you've
got
those
numbers,
probably
down
somewhere,
but
have
you
looked
at
what
the
average
family
would
pay
for
an
electric
vehicle
for
that
tax,
the
cost
of
electorate-
and
I
don't
mean
to
differ
with
you
on
the
usage
of
electorate,
but
when
I'm
hearing
them
tell
us
to
turn
our
thermostats
up
to
70
and
72
right
now,
because
of
a
shortage
of
electorate,
I
can't
see
we're.
Adding
an
additional
burden
on
our
grid
is
not
going
to
be
effective.
G
You
know
for
a
shortage,
so
I
don't
mean
to
disagree
with
you
that
I'm
sure
you're
a
lot
smarter
and
looking
at
what
electorate
is
out
there,
but
I'm
listening
to
what's
already
happening
and
I'm
more
of
a
proponent.
On
a
hybrid-
and
I
am
100
electorate
just
due
to
the
fact
that
I
think
the
transition
is
going
to
be
a
lot
longer
than
what
people
anticipate
mostly
on
a
grid
that
you're
talking
about
the
infrastructure.
G
When
you
talk
about
three-phase
and
four-phase
you're
talking
about
a
considerable
amount
of
electricity.
So
again
I
don't
mean
to
differ
with
you,
but
I'm
just
saying
that
I
look
for
a
shortage
in
that
end.
But
going
back
to
what
I
was
saying
on
the
cost,
have
you
come
up
with
a
a
number
that
you
know
that's
going
to
be
needed
on
each
car
to
subsidize
the
loss
of
our
gasoline
tax?
Have
you
come
up
with
an
idea.
I
We
have,
we
have
not
come
up
with
a
dollar
figure
per
electric
vehicle.
What
what
we
have
looked
at
is
actually
fuel
efficiency
would
have
a
a
more
more
significant
impact
on
the
road
fund
than
adoption
of
evs,
at
least
in
the
in
the
short
term.
So
we
can
look
at
that
and
and
try
and
get
a
number
for
you
if
you,
if
you'd
like
that,.
G
Follow
up,
mr
chairman,
it's
not
that
I'm
looking
for
one,
but
I
would
think
transportation
should
be
looking
for
one.
We.
I
G
Because
of
the
the
need,
we
still
have
a
lot
of
roads
to
do
a
lot
of
upkeep
and
those
vehicles
are
going
to
have
to
be
paying
for
that
either
through
a
usage
tax
one
time
a
year
or
a
subsidy
tax,
some
sort
of
revenue
has
to
come
in
to
substitute
substitute
the
call
the
loss
of
our
our
gas
tax.
If
I
mean
are
we
on
the
same
page
there?
Don't
you
think
so?
G
Yes,
okay,
if
that
is
something
that
you
could
come
up
with
here
in
the
interim,
I
think
it's
been
tried
to
be
has
tried
to
be
addressed,
mr
chairman,
on
what
that
formula
is
going
to
be
so
it'd
be
good
if
the
cabinet
could
come
up
with
a
recommendation
rather
than
leaving
on
us
to
try
to
figure
it
out,
because
I
can't
tell
you
what
it
would
be
on
an
electric
vehicle:
don't
have
one!
G
So
I
don't
know
what
the
loss
is,
but
I
know
I'm
paying
it
when
I
fill
up
my
truck
I'm
paying
the
tax
then
so,
and
one
more
follow-up,
mr
chairman,
if,
if
the
cabinet's
determination
is
to
put
these
throughout
the
state,
these
charging
stations-
as
you
call
it-
and
it's
going
to
be
important
for
the
transition
to
electric
cars
who
is
going
to
guarantee,
is
the
state
going
to
take
on
the
responsibility
saying
that
we're
going
to
be
able
to
get
you
from
one
end
of
the
state
to
the
other?
G
I
G
They're
trying
to
map
this
out,
but
that
doesn't
mean
that
the
station's
going
to
be
available
it
may
already
be
booked
up.
Is
this
something
that
you've
heard
heard
of
too
if,
in
other
words,
if
I
take
a
trip,
an
electric
car
car,
fully
electorate
and
I
map
it
out,
I
have
to
call
for
reservations.
G
I
In
the
short
term,
where
there's
a
limited
supply
of
chargers,
that
is
the
the
current
framework.
As
I
understand
it,
I'm
not
extensively
familiar
with
that,
but
the
the
goal
of
the
program
is
to
wear
it
where
ev
charging
is
as
ubiquitous
as
as
gasoline
stations.
So,
okay.
G
I
I
know
that
in
conversations
with
the
with
utilities,
it
varies
significantly
from
from
utility
utility,
depending
on
where
you
are
in
the
state.
I
don't
know,
I
don't
have
those
specific.
G
So
you
don't
have
an
average
cost
of
of
a
charging
station
right
now
for
a
person
you
call
it
a
quick
charge.
I'm.
G
E
I'm
just
going
to
update.
We
did
have
a
lot
of
discussion
this
this
session
about
the
what
to
charge
on
electric
vehicles
and
in
fact
it
changed
so
much
that
we
we
put
the
implementation
off
to
2024,
so
we'd
have
another
year
to
talk
about
it,
but
the
consensus
we
came
up
with
was
120
user
fee
for
electric
vehicles
per
year
and
60
dollar
user
fee
for
hybrids
also
for
the
charging
stations,
commercial
charging
stations,
we're
going
to
collect
a
3
cent
user
fee
for
each
kilowatt
hour.
E
Now
that
doesn't
count
what
the
the
facility
will
char
call
charge
for
electricity,
the
state's
going
to
receive
three
cents
per
kilowatt
hour.
In
addition
to
that.
So
that
isn't
a
bill.
We
passed
this
time
and,
like
I
said,
we'll
be
talking
about
it-
a
lot
this
session,
because
we
that
was
a
compromise
but,
as
other
states
start
to
roll
this
out,
we
don't
have
any
problem
copying
off
somebody.
I
think
if,
if
they've
got
a
good
plan,
we
can
take
a
look.
L
Thank
you,
sir.
Thank
you,
mr
chairman,
and
thank
you
sir.
I
don't
know
how
well
this
analogy
is
going
to
hold,
but
but
my
concern
when
we
start
talking
about
public
private
partnerships,
takes
me
back
to
my
old
district
oldham
county,
where,
when
cable
came
in
the
cable
companies
were
willing
to
go
so
far
and
then
that's
as
far
as
they
wanted
to
go
because
they
lost
their
profitability
margins.
L
Beyond
that,
do
we
have
a
way
to
ensure,
with
this
public
private
partnership,
either
a
requirement
or
a
directive
of
some
sort
that
the
expectation
is
you're
going
to
go
a
little
bit
beyond
your
your
expected
profit
margins
here,
because
this
is
an
infrastructure
that
we
have
to
build
out.
Is
there
a
way
to
put
that
into
this
partnership
as
an
expectation
on
the
private
sector
that
there's
going
to
be
additional
miles
that
are
not
going
to
be
as
financially.
I
So,
and
and
to
to
to
echo
what
senator
higdon
has
we're?
Not
ashamed
of
copying
off
of
those
that
have
gone
before
us
and
some
of
the
the
framework
that
we've
heard
from
other
states
is
where
they
will
will
bundle
more
profitable
stations
with
more
with
with
other
stations
to
make
that
a
package
to
be
delivered
in
conjunction.
So
I
would
offer
that
one.
B
You
had
mentioned
that
there's
going
to
be
charging
stations
every
50
miles.
That
is
the
federal
requirement.
Yes,
sir,
and
I
was
wondering
if
you
know
how
many,
how
many
individual
chargers
will
be
at
each
facility.
B
Four
chargers
for
each
for
each
facility-
yes,
sir,
okay
and
the
other
question
I
had
I
think
has
already
been
asked-
was
how
much
it
would
cost
to
charge
a
car
on
a
fast
charger
for
30
minutes
and.
I
So
it's
it
can
be
substantial
when
you're
just
rolling
out
so
initially
the
the
charges,
maybe
more
until
the
business
gets
booming,
and
that
may
be
in
an
area
where,
where
it
would
be
makes
sense
to
subsidize
that
to
make
it
to
identify
where
it's
going
to
be.
But
I
don't
have
a
specific
number
for
you.
I
apologize.
K
Thank
you,
mr
chairman,
and
mine
is
a
little
bit
of
just
a
caution
question
again.
This
is
something
I've
been
very
interested.
I
have
some
friends
that
have
invested
out
west
and
I
think
they
got
hit
in
the
nose
on
some
problems,
and
I
think
you
see
some
states
have
made
the
mistake
and
you
call
a
mistake
or
not.
They
pay
the
price
that
anytime,
you
have
to
incentive
where
there's
no
profit,
taxpayers
can
pay
for
that
difference.
We
know
that,
and
so
we
want
to
make
sure.
K
I
would
think
at
least
to
look
at
the
economic
impact
again
kentucky
we're
a
logistic
hub,
we're
trying
to
get
people
to
come
to
kentucky
to
locate
here.
So
we
can
have
that
positive
economic
impact
and
stop
being
a
poor
state.
We
want
to
raise
that
up,
and
we
know
that
in
four
to
seven
years
that
most
of
it
is
going
to
be
dependent
on
this
grid.
K
To
do
so,
so
I
would
hope
that
that's
part
of
our
equation,
a
huge
part
of
our
equation,
is
looking
to
make
sure
that
we're
invested
in
stations
that
will
help
amplify
the
economic
impact
as
we're
traveling.
Sometimes
too
many
politicians
we
get
into
it.
We
talk
about
my
district
by
this
and
what
not,
but
we
all
boat,
tries
with
the
tide.
K
So
if
we
can
increase
the
positive
economic
engine
of
kentucky,
if
we
can
increase
that
and
we
can
make
sure
there's
more
money
coming
into
it,
then
we
actually
have
more
money
to
incentivize
and
do
these
other
things.
So
when
you
said
bundling,
we
talked
about.
I
remember
when
we
did
one
touch
in
louisville.
I
was
president
of
the
council,
then,
and
you
know
I
was
arguing
really
hard.
I
want
to
make
sure
my
district
got
the
expanded
internet
connection.
K
I
want
to
make
sure
that
things
they
sat
down
and
they
said
we
can
do
it.
It's
going
to
cost
you
a
whole
lot
more
money
because
there's
no
profit,
so
I
think
that's
something
we
have
to
go
into.
We
want
to
make
sure
that,
if
we're
investing
we're
doing
the
expansion,
we
also
want
to
take
into
consideration
the
private
market
and
the
economic
impact
that
some
of
that
logistics
travel
will
come
into,
and
I'm
sure
we
will.
K
I
There
are
a
number
of
states
that
have
have
are
out
in
front
of
us
as
far
as
deployment,
I
think,
as
far
as
the
implementation
of
this
guidance
we're
we're
we're
amongst
the
leading
edge
thanks
to
thanks
to
justin's
work
through
this
these
past
six
months
and-
and
that
makes
me
feel
comfortable
where
we're
at
moving
forward.
Another
thing
you
mentioned
regarding
logistics-
one
big
variable
out
there
is
is-
is
the
freight
industry
where
whether
they
go
electric
or
hydrogen
or
some
other
fuel
and
the
impact?
I
H
H
H
Thank
you
for
your
presentation,
we'll
move
on
now
to
the
next
item
on
the
agenda,
which
is
something
that
I
know
some
of
our
folks
in
louisville
are
quite
interested
in
is
the
use
of
reformulated
gas
rfg
in
the
commonwealth.
We
have
with
us
michael
kennedy,
melissa
duff
and
rachel
hamilton.
If
you
all
would
please
proceed.
M
Sorry
about
that
all
right,
thank
you
for
having
me
here,
I'm
going
to
give
a
history
of
rfg
and
kentucky
and
its
impacts.
M
M
M
Ozone
is
formed
with
nox
and
voc
and
sunlight
chemical
reaction
creates
ozone.
So
it's
not
a
source,
that's
emitting
ozone,
but
sources
that
are
emitting
voc
and
nox,
and
it
has
chemical
reaction
that
produces
ozone
and
it's
so.
I
guess
two
things:
ozone,
there's
the
ozone
layer
that
that's
up
in
the
sky
in
the
stratosphere
and
that's
good
thing
that
protects
the
planet
from
uv
radiation
ozone
on
the
ground
level,
us
breathing
in
that's,
that's
not
a
good
thing.
M
In
1990,
clear
air
act,
amendments
epa
had
requirements
for
areas
that
had
serious
non-attainment
that
they
had
to
adopt
rfg
so
little
warren,
louisville
and
northern
kentucky
were
not.
They
were
declared
moderate,
so
not
severe,
not
one
of
the
worst
non-payment
for
for
ozone,
so
they
were
not
required
to
be
into
that
program,
but
to
take
advantage
of
the
the
reduction
of
voc
and
knox.
M
M
it
it's
for
northern
kentucky.
The
process
was
a
lot
easier
that
there
are
attaining
the
national
ambi
air
quality
standards
for
ozone.
The
current
standard
is
2015
ozone
standard
at
70
parts
per
billion.
M
M
The
rfg
areas
currently
include
all
of
jefferson
county
portions
of
bullitt,
going
down
to
shepherdsville
on
the
map
here
and
up
to
lagrange
and
oldham
county
and
then
a
little
bit
more
detailed
map
here.
So
we
can
look
at
oldham
county.
You
can
see
buckner
and
lagrange,
crestwood,
peewee
valley
and
then
bullitt
county.
M
My
my
grandmother-in-law
was
from
the
hill
view
area,
so
hill
view
down
to
shepherdsville.
M
And
then
the
annual
cost
comparison-
and
this
is
throughout
the
whole
year-
you
can
see
clarksville
indiana
across
the
river
from
louisville
the
highest
prices
there
cincinnati
the
blue
line,
the
next
highest
and
then
louisville
on
the
middle
middle,
with
bowling,
green
and
and
lexington
and
covington
below
it,
and
then
and
then
the
ozone
season
cost
comparison
for
covington
cincinnati
and
then
the
surrounding
area
of
louisville.
M
Its
only
requirement
for
to
burn
ozone
during
the
ozone
season,
so
ozone
forms,
like
I
said
in
in
the
presence
of
sunlight,
so
that
these
this
past
this
summer
so
far
where
it's
really
been
hot,
a
lot
of
a
lot
of
heat,
it
makes
ozone
form
more
rapidly.
M
M
And
cost
differential
in
the
corner
here.
M
M
The
epa
tier
2,
gasoline,
sulfur
standards
cafe
standards,
gasoline
and
vehicle
emissions
have
gotten
less
of
less
over
time.
So
really
the
question
that
I'm
sure
you
get
quite
a
bit
is:
can
rfg
be
removed
and
it's
a
it's
a
multi-step
process
for
our
northern
kentucky
area.
It
took
15
months
to
do
that
and
they
were
in
attainment
of
the
ozone
standards
at
the
time.
M
So
I
put
it
this
out
here
just
on
its
individual
slide,
it's
more
difficult
to
remove.
If
you're
in
an
entertainment
area
and
the
the
hard
part
is,
is
you
have
to
have
reductions
from
other
sources,
so
you
can't
just
get
rid
of
it.
You
have
to
find
other
sources
that
you're
going
to
reduce
knox
and
voc
emissions
from,
and
I
know
that
was
a
little
quick,
but
I'm
happy
to
answer
any
questions
or
or
rachel
can
go
ahead
with
the
rest
of
hers.
First.
N
So
we
all
use
a
general
kind
of
graphic
where
we
show
that
nitrogen
oxides
plus
volatile
organic
compounds
in
the
presence
of
sunlight
during
our
ozone
season,
which
for
louisville,
runs
from
march
until
the
end
of
forms
ozone.
It's
not
a
directly
emitted
pollutant
but,
as
michael
said,
it
comes
from
this
mixture.
Excuse.
J
N
It
is
driven
not
just
by
those
sources,
but
also
very
much
by
the
weather,
and
I
know
everyone
hates
it
when
it's
both
hot
and
muggy,
but
it
actually
scrubs
ozone
out
of
the
atmosphere.
So
there's
any
reason
to
be.
You
know
happy
about
a
muggy
day.
That's
it
next
slide.
Please,
the
clean
air
act
at
its
core
is
a
public
health
strategy.
N
Ozone
has
public
health
consequences,
and
that
includes
increased
asthma.
It
essentially
will
give
you
what
some
people
describe
as
a
sunburn
to
your
lungs.
There
are
also
environmental
impacts
from
high
ozone.
Next
slide,
please,
as
you'll
see,
the
clean
air
act
is
a
continuous
improvement
program.
N
As
michael
mentioned,
the
national
ambient
air
quality
standards
are
set,
and
then
congress
requires
u.s
epa
to
come
back
review
the
most
recent
health-based
science,
and
when
that
science
says
that
there
are
still
public
health
impacts,
they
require
a
lower
standard
and
then
leave
it
to
state
and
local
air
pollution
control
agencies
to
develop
the
plan
to
reach
that
next
level.
You
can
see
from
our
graph
as
that
standard
has
changed
over
time.
N
N
The
steps
that
you
see
on
the
slide
here
are
steps
that
we've
already
taken,
with
the
exception
of
that
last
that
says,
attainment
deadline
for
marginal
non-attainment
areas.
We
were
to
have
demonstrated
compliance
with
that
new
standard
of
70
parts
per
billion,
using
a
three-year
design
set
from
2018
to
2020.
N
N
N
H
Okay,
we
do
have
some
questions.
Senator
yates.
K
First
of
all,
thank
you
both
for
being
here.
This
is
a
very
common
discussion
for
my
district,
representing
jefferson
county.
I,
my
father,
used
to
work
in
rubbertown
and
listen
to
slides,
and
I
was
talking
to
my
colleague
a
little
bit
some
of
the
history
about
how
some
of
this
was
implemented
and
the
rfg
came
in
place
before
the
stars
program
and
whatnot,
and
how
that
since
then,
there's
been
some
major
changes
there,
especially
with
lg
e
and
everything
else
going
into
it.
So
some
I'll
see
how
that
may
affect
it.
K
K
You
know
if
we're
looking
at
potentially
a
15
percent
increase
in
electric
vehicles
in
the
next
two
years,
how
that
may
possibly
impact
at
the
same
time
comparing
it
to,
if
will
be
any
additional
particles
because
of
the
electric
grids
that
are
being
proposed.
So
I
know
all
those
kind
of
come
into
play
because
you
just
gave
me
a
graph
of
what
we're
playing
on.
But
the
presentation
before
shows
that
we've
got
some
major
changes
happening
in
that
area.
N
Thank
you
very
much.
That's
a
great
question
so
from
an
emissions
inventory
standpoint
from
point
sources
like
those
rubber
town
facilities
or
electric
generating
utilities,
the
point
source
to
mobile
source
knox
emissions,
it's
about
one-third
when
we
look
at
volatile
organic
compounds
from
those
point
sources
to
mobile
sources.
It's
about
a
half,
but
we
have
a
tremendously
high
amount
of
non-point
source,
volatile
organic
compounds
in
louisville.
N
N
I'm
sorry
limit
the
amount
of
nitrogen
oxides
formed,
so
that's
very
helpful.
We
can
kind
of
model
that
and
see
if
that
will
help
us
reduce
the
amount
of
the
potential
for
ozone
formation
within
jefferson
county,
but
air
pollution
doesn't
really
abide
by
jurisdictional
boundaries,
and
so
we
also
know
that
we
get
about
30
percent
of
the
nitrogen
oxides
coming
into
jefferson
county
from
outside
of
our
area.
E
Thank
you,
mr
chairman,
and
it's
certainly
good
news
to
hear
that
you're
working
on
a
request
for
reclassification.
Thank
you
for
that
that
good
news
today.
I
guess
a
question
that
I
I've
heard
the
last
several
days
and
wanted
to
ask:
is
the
west
virginia
versus
the
epa?
Would
that
have
any
effect
on
on
rfg,
or
is
that
mixing
apples
and
oranges?.
N
Well,
try
my
best
on
that
one.
I
confess
that
I've
been
able
to
read
the
opinion
once
or
twice
and
see
some
coverage
of
it.
The
amount
of
reductions
that
were
expected
under
the
initial
clean
power
plan,
which
was
passed
by
the
obama
administration
and
then
rescinded
under
the
affordable,
clean
energy
rule.
N
E
One
other
thing
you
mentioned,
and
probably
one
of
the
most
unpopular
things
ever
in
jefferson
county.
You
mentioned
the
vehicle
emission
testing
and
I
think
that
was
probably
a
very
happy
day
for
many
many
many
people
when
that
was
eliminated
in
jefferson
county.
So
hopefully
that
discussion
doesn't
come
back
up
again
but,
like
I
said
it
was
very
unpopular.
N
N
So
we
have
our
fingers
crossed
that.
Not
only
do
we
have
an
approvable
request
for
redesignation
once
it
gets
to
us
epa,
but
also
that
our
weather
breaks
and
we
continue
to
have
some
milder
wetter,
cooler
days
and
less
ozone
formation.
Overall,
we've
had
several
exceedances,
but
we've
not
yet
exceeded
the
standard.
E
D
Thank
you.
You
know
this
is
not
a
a
a
remark
against
any
one
of
you
two.
I
think
this
rfg
thing
has
been
the
biggest
scam
that
this
state
has
ever
seen.
Now
you
go
in
with
the
governor
and
what?
Where
was
it?
1990
and
you
can't
get
out
of
it,
and
here
we
are
35
years
later
and
the
people
have
spoken,
we've
spent
we've.
How
many
resolutions
have
we
done
to
get
us
off
of
this
thing?
Northern
kentucky
got
off
and
that's
great
and
louisville.
D
Now
you
say
louisville's
about
to
get
off,
and
hopefully
we
will,
but
I
just
have
real
disappointed
in
the
government
as
a
whole
of
the
way.
This
thing
is
set
up
and
I
didn't
catch.
Your
answer
to
the
supreme
court
change
is:
is
that
going
to
affect
this
program
and
I
have
other
questions
and
I'll
be
quick.
Mr
chairman,.
N
I
don't
believe
it
will
in
terms
of
what
the
supreme
court
answered
was
a
very
narrow
question
as
to
whether
or
not
u.s
epa
could
regulate
the
greenhouse
gas
emissions
from
existing
electric
generating
utilities
under
section
111d
of
the
clean
air
act.
So
it
was
a
very
narrow
question.
It's
one
that
is
kind
of
moot
candidly.
Okay,.
D
There
cain
run
had
had
coal
power
facilities
at
one
time,
and
now
it
doesn't
right
now.
How
could
a
whole
smokestack
operation
come
down,
but
we're
still
on
this
rfg?
How
many
smoke
stacks
are
a
coal
powered
plants.
Are
there
in
in
this
district
that
somebody
created
here.
N
N
D
N
D
Do
you
did
we
go
down
in
entertainment
numbers
during
the
colvin
years?
The
two
years
the
I
mean
there
were
times
where
nobody
was
on
the
road.
N
We
did
see
both
from
I'll
separate
those
out
from
a
mobile
source
standpoint.
We
did
see
a
reduction
in
mobile
source
emissions
in
the
very
early
part
of
2020,
but
that
actually
rebounded
by
summer,
with
the
exception
of
some
early
morning,
transit
and
then
it
was
back
up
to
normal
levels
right
quickly
with
respect
to
electric
generation.
N
N
So
the
clean
air
act
requires
best
way
to
think
about.
The
clean
air
act
is
that
it
is
a
continuous
improvement
plan
and,
under
it,
congress
charged
epa
for
these
six
criteria,
pollutants
with
setting
that
national
ambient
air
quality
standard
and
then
every
five
years
congress
charged
that
same
epa
with
going
back
and
reviewing
the
science
and.
D
N
Well,
at
this
point,
we
have
a
standard
that
went
from
72
parts
per
billion
in
2015
to
70
parts
per
billion.
Us
epa
has
kind
of
come
out
with
their
initial
review
of
that
2015
standard.
To
say
at
this
point,
we're
going
to
keep
it
at
70
parts
per
billion,
and
so
it
fluctuates
it
changes,
but
it
is
based
on
public
health,
and
so
that
is
what
they're
aiming
for
is
to
go
ahead
and
continue
to
improve
public
health.
M
Well,
I
think,
and
I
think
in
when
you're
looking
at
a
refinery
where
they're
producing
it
it's.
I
know
it's
not
that
much.
It's
more
in
the
six
cinch
range
now
what
you're
getting
at
a
retail
gasoline
station
when
you
fill
up
there's
so
many
factors
that
go
into
that.
I
I
really.
M
D
N
There
is
a
difference
and
michael's
right,
based
on
conversations
with
us
epa's
office
of
transportation
and
air
quality.
It's
about
a
six
percent
difference,
five
to
seven
cents,
but
over
the
summer-
and
you
know
in
various
times
of
the
year,
we
track
gasoline
prices
to
see.
What's
going
on
in
the
marketplace
and
right
now,
candidly
gasoline
is
less
expensive
in
louisville
than
in
covington,
where
they
use
conventional
gas,
and
it
has
been
since
the
start
of
ozone
season
this
year.
D
Last
question
is
miss
hamilton
right,
dr
hamilton.
D
D
N
Under
krs
chapter
77
in
1952,
although
the
district
has
been
improving
air
quality,
since
the
mid-40s
is
something
they
started
out
as
a
smoke
commission.
N
The
district
has
a
in
some
respects
what
the
district
manages
in
terms
of
the
number
of
sources
and
the
complexity
of
our
airshed
is
really
very
similar
to
the
amount
of
sources
that
the
state
of
wyoming
regulates.
It's
a
very
small
geographic
area
that
is
a
manufacturing
driver
in
terms
of
the
sources
that
are
there.
I
sometimes
get
asked
by
our
economic
development.
People
wire
air
quality
is
different
than
nashville,
and
if
you
can
find
me,
another
jurisdiction
that
has
two
automotive
assembly
plants
had
two
coal-fired
electric
generating
utilities.
N
H
Thank
you
next
on
the
agenda
is
our
next
question.
I've
just
enjoyed
the
conversation
I'd
like
to
have
you
all
at
dinner
some
some
evening
and
listen
to
all
this
discussion.
Representative
wheatley.
O
Yeah
all
the
entertaining
questions
and
answers,
and
these
I
I'm
going
to
ask
two
questions:
real,
quick
and
I'll.
Let
you
guys
answer,
and
it
you
know
in
whatever
order,
but
I
have
a
curiosity-
is
how
much
of
this
of
the
country,
if
you're
aware,
is
used
in
rfg
or
required
to
use
rfg
gas
and
population
not
in
in
area
or
anything.
There
are
districts
that
are
required
to
do
it
in
population
roughly
and
then.
O
The
second
question
is
somewhat
related
to
jurisdiction
and
things
we've
been
talking
about
any
of
the
science
around
ozone
protected
or
ozone
designated
areas,
and
whether
or
not
it
moves
or
affects
foreign,
for
instance,
something
outside
of
the
area.
That's
targeted
into
suburban
areas,
and
I'm
talking
about
certain
more
crowded
population
areas
like
mine,
in
northern
kentucky
and
even
into
rural
areas
and
there's
a
follow-up
with
that
question
is
what
are
some
of
the
numbers
that
we
might
see
in
some
of
the
most
rural
parts
of
kentucky.
O
N
I'll
jump
in
there
and
say
that
the
state
of
california
and
much
of
the
southwest
are
required
to
use
reformulated
gas
so
from
a
population
basis.
There's
a
large
number
of
popul
large
number
of
the
population
is
covered
by
having
to
use
reformulated
gas
so
with
respect
to
ozone,
designation
and
how
a
non-attainment
area
may
impact
an
area
nearby.
N
When
there
is
a
new
standard
that
national
ambient
air
stand,
air
quality
standard
or
next
is
passed,
we
go
through
a
about
an
18-month
process
to
properly
define
the
area,
and
that
starts
out
with
the
state
actually
proposes,
based
on
our
understanding
of
the
population,
the
sources
of
pollution
that
are
there.
In
fact,
the
type
of
pollution
ozone
is
rather
unique
again
because
it's
not
directly
emitted
from
a
stationary
source.
N
But
it
comes
from
that
combined.
Nitrogen
oxides
involved
to
organic
compounds
and
actually
in
some
areas
of
the
country,
those
volatile,
volatile,
organic
compounds
or
vocs
are
actually
a
lot
of
biogenic
so
places,
for
example,
where
they
have
a
lot
of
pine
trees.
That
terpene
is
a
volatile,
organic
compound
that
can
really
impact
ozone
formation.
N
It's
not
as
easy
as
we
think
it
should
be
here,
there's
a
whole
lot
of
work
that
goes
into
modeling
and
being
sure
that
we
are
finding
the
area
that
is
most
impacted
to
protect.
Public
health
epa
then
comes
back
with
either
an
agreement
or
they
go
through
their
own
process
where
they
might
reject
a
finding
based
on
their
analysis
of
those
same
factors.
N
They
come
out
with
a
technical
support
document
and
you
can
actually
see
where
they
take
into
account,
say
for
louisville
the
traffic
that
we
get
from
residents
in
indiana
who
come
to
work
in
louisville,
oldham
county
and
what
that
impact.
Even
though
there
are
not
that
many
industrial
sources
there
what
that
may
mean
within
our
area.
We
also
understand
that
for
clark
and
floyd
county
and
our
portions
of
oldham
and
bullock
counties
that
are
part
of
our
metropolitan
statistical
area
and
our
ozone
non-attainment
area
that
we
have
sources
in
louisville
that
are
differently
managed.
O
My
last
question
was:
do
we
know
what
some
of
the
readings
that
we
are
getting
in
in
rural
areas
is,
for
instance,
the
you
know
our
the
the
standard
had
dropped
from
0.8
to
0.72
to
0.7.
O
M
N
We
even
see
in
louisville,
though
sometimes
during
the
summer
season,
ozone
levels
as
low
as
53
parts
per
billion,
and
I
think
that
would
probably
be
quite
comparable
to
what
you
would
find
in
a
rural
area.
A
lot
of
it
comes
back
to
weather
and
in
louisville's
case
geography.
We
actually
have
you
know
mountains
kind
of
around
us
it.
N
M
I
know
during
the
winter
in
in
our
lab,
which
would
be
just
ambient
air.
We
were
seeing
35
parts
per
billion.
J
Thank
you,
mr
chairman,
ms
hamilton,
I
appreciate
getting
some
clarification
on
senator
higdon's
question
on
the
west
virginia
situation,
my
understanding,
there's
three
pillars
in
that
in
the
clean
air
act
and
one
of
which
deals
with
the
reformatted
gas.
Another
one
deals
with
happened
into
west
virginia
about
fixed
facil
facilities
and
so
forth,
but
one
particular
aspect
of
that
decision
when
I
was
talking
to
the
lrc
staff,
was
very
very
knowledgeable.
I
appreciate
the
their
insight
dealt
with
economic
impact,
economic
studies
and
so
forth.
J
N
So
there
are
two
different
provisions
of
the
clean
air
act
that
we're
talking
about.
We
are
looking
in
that
supreme
court
case
at
the
uscpa's
ability
to
regulate
greenhouse
gases,
where
there
is
explicit
direction
to
epa.
The
rules
are
a
little
bit
different,
and
so,
in
this
case,
while
rfg
is
not
as
cost
effective
as
it
was
when
it
first
came
out
because
gasoline
as
a
product
has
become
more
refined,
we're
on
tier
3
gasoline
now
and
that's
taken
up
some
of
the
advantage.
N
So
that
is
a
price
we'd
have
to
you
know,
take
into
account.
The
other
thing
to
keep
in
mind
is
that
inspection
and
maintenance
vehicle
emissions
testing
program,
I'm.
J
And
that
will
take
place,
assuming
that
happens,
what
in
2026
did
you
say
or
the
vehicle.
N
Emission
testing
program
would
be
in
place
by
2026
if
we're
bumped
up
to
moderate,
if
we're
redesignated
to
attainment,
that's
off
the
table.
So
for
us
in
louisville.
The
primary
goal
this
summer
is
to
see
the
area
redesignated
to
attainment.
That
puts
us
back
on
a
clear
status
quo
playing
ground
and
at
that
point
removing
rfg
would
be
something
we
could
evaluate.
J
Okay,
it
appears
to
me
that
this
this
whole
process
going
back
to
governor
jones
and
the
decision
to
opt
in,
has
been
a
basically
an
alphabet
suit,
you're
trying
to
figure
out
which
letter
goes
with
with
what
situation
in
order
to
get
your
to
get
your
ultimate
situation,
and
it
seems
like
it's
not
never
been
perfected,
because
there's
26
letters
in
alphabet
and
there's
an
infinite
number
of
solutions,
and
so
it
seems
like-
and
I
actually
concur
with
the
representative
bratcher
on
some
of
his
observations-
that
it's
rather
frustrating
to
go
through
to
try
to
play
a
a
game
with
this,
and
I
don't
mean
that
in
a
derogatory
standpoint.
J
But
in
terms
of
trying
to
do
this.
One
thing
you
mentioned
in
your
presentation
and
I
come
from
more
of
a
health
perspective
and
being
a
severe
asthmatic.
When
I
was
growing
up
what
data
do
you
have
that
you
can
present
that
going
through
this
process
has
reduced
or
improved
any
type
of
health
situation
when
it
comes
to
lungs,
asthmatic
and
so
forth.
N
N
So
apcd
is
a
regulatory
agency
and
our
mission
is
to
be
able
to
bring
the
area
into
attainment
with
that
standard.
That's
our
charge
under
the
clean
air
act
and
under
krs
chapter
77.
J
Okay,
I
would
appreciate
you
know
trying
to
find
that.
That's
that
information,
because
that's
the
underlying
issue,
I
think,
with
health
public
health
and
if
we're
sitting
there
trying
to
play
this
game
and
there's
no
movement
or
no
benchmarks
being
made,
then
you
know
what
what
what
is
some
type
of
political
ploy
that
we're
doing,
which
I
hope
it's
not
the
case
and
I
like
to
think
as
things
are
improving
in
doing
that.
So
thank
you
very
much,
mr
chairman.
H
B
B
N
N
J
N
Our
data
for
the
ozone
season
from
2021
we
completed
that
early
in
january
in
louisville,
because
we
have
the
state's
encore
monitor.
That's
a
multi-pollutant
air
monitoring
site
are
required
to
monitor
ozone
year
round,
so
we
have
also
early
certified
the
full
year's
worth
of
ozone
data
that
took
us
a
little
longer
because
we
had
to
wait
until
december
31st
to
get
that
data.
N
There
were
other
requirements
under
the
clean
air
act
in
order
to
get
us
to
the
point
where
we
were
able
to
prepare
the
request
for
redesignation,
both
louisville
and
northern
kentucky
have
prepared
our
request
for
redesignation
we're
out
for
public
comment.
There
will
be
a
hearing
if
one
is
requested
once
that's
complete,
it
will
go
to
u.s
epa
once
it's
approved,
they
will
designate
us
as
attaining
the
standard,
so
we're
in
a
good
spot
right
now.
We
anticipate
our
public
comment
period
ending
on
july
29th.
N
H
H
H
So
if
you
just
for
your
information,
so
if
you
want
to
peruse
that
at
your
leisure,
you
got
any
questions,
you
can
ask
staff
and
our
next
meeting
is
tuesday
october,
the
16th,
I'm
sorry
what'd.
I
say
I.