HomeMy WebLinkAboutAppendix F - Energy Assessment
Birtcher Logistics Center
ENERGY ANALYSIS
CITY OF FONTANA
PREPARED BY:
Haseeb Qureshi
hqureshi@urbanxroads.com
Michael Tirohn
mtirohn@urbanxroads.com
DECEMBER 13, 2021
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TABLE OF CONTENTS
TABLE OF CONTENTS ............................................................................................................................. I
APPENDICES ......................................................................................................................................... II
LIST OF EXHIBITS .................................................................................................................................. II
LIST OF TABLES .................................................................................................................................... II
LIST OF ABBREVIATED TERMS ............................................................................................................. III
EXECUTIVE SUMMARY .......................................................................................................................... 1
ES.1 Summary of Findings ..................................................................................................................... 1
ES.2 Project Requirements ................................................................................................................... 1
1 INTRODUCTION ........................................................................................................................... 3
1.1 Site Location .................................................................................................................................. 3
1.2 Project Description ........................................................................................................................ 3
2 EXISTING CONDITIONS ................................................................................................................ 7
2.1 Overview ....................................................................................................................................... 7
2.2 Electricity ....................................................................................................................................... 9
2.3 Natural Gas ................................................................................................................................. 11
2.4 Transportation Energy Resources ............................................................................................... 14
3 REGULATORY BACKGROUND ..................................................................................................... 17
3.1 Federal Regulations ..................................................................................................................... 17
3.2 California Regulations ................................................................................................................. 17
4 PROJECT ENERGY DEMANDS AND ENERGY EFFICIENCY MEASURES ........................................... 21
4.1 Evaluation Criteria ....................................................................................................................... 21
4.2 Methodology ............................................................................................................................... 21
4.3 Construction Energy Demands ................................................................................................... 22
4.4 Operational Energy Demands ..................................................................................................... 30
4.5 Summary ..................................................................................................................................... 32
5 CONCLUSIONS ........................................................................................................................... 36
6 REFERENCES .............................................................................................................................. 39
7 CERTIFICATIONS ........................................................................................................................ 42
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APPENDICES
APPENDIX 4.1: CALEEMOD CONSTRUCTION EMISSIONS MODEL OUTPUTS
APPENDIX 4.2: CALEEMOD OPERATIONAL EMISSIONS MODEL OUTPUTS
APPENDIX 4.3: EMFAC2017
LIST OF EXHIBITS
EXHIBIT 1-A: LOCATION MAP ........................................................... ERROR! BOOKMARK NOT DEFINED.
EXHIBIT 1-B: SITE PLAN..................................................................... ERROR! BOOKMARK NOT DEFINED.
LIST OF TABLES
TABLE ES-1: SUMMARY OF CEQA SIGNIFICANCE FINDINGS .................................................................. 1
TABLE 2-1: TOTAL ELECRICITY SYSTEM POWER (CALIFORNIA 2020) ...................................................... 8
TABLE 2-2: SCE 2019 POWER CONTENT MIX ....................................................................................... 11
TABLE 4-1: CONSTRUCTION DURATION .............................................................................................. 22
TABLE 4-2: CONSTRUCTION POWER COST .......................................................................................... 23
TABLE 4-3: CONSTRUCTION ELECTRICITY USAGE ................................................................................ 23
TABLE 4-4: CONSTRUCTION EQUIPMENT ASSUMPTIONS .................................................................... 24
TABLE 4-5: CONSTRUCTION EQUIPMENT FUEL CONSUMPTION ESTIMATES ........................................ 26
TABLE 4-6: CONSTRUCTION TRIPS AND VMT ...................................................................................... 27
TABLE 4-7: CONSTRUCTION WORKER FUEL CONSUMPTION ESTIMATES ............................................. 28
TABLE 4-8: CONSTRUCTION VENDOR FUEL CONSUMPTION ESTIMATES (1 OF 3) ................................. 29
TABLE 4-9: TOTAL PROJECT-GENERATED TRAFFIC ANNUAL FUEL CONSUMPTION ............................... 31
TABLE 4-10: PROJECT ANNUAL OPERATIONAL NATURAL GAS DEMAND SUMMARY ........................... 32
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LIST OF ABBREVIATED TERMS
% Percent
(1) Reference
AGSP Airport Gateway Specific Plan
AQIA Birtcher Logistics Center Air Quality Impact Analysis
BACM Best Available Control Measures
BTU British Thermal Units
CalEEMod California Emissions Estimator Model
CAPCOA California Air Pollution Control Officers Association
CARB California Air Resources Board
CCR California Code of Regulations
CEC California Energy Commission
CEQA California Environmental Quality Act
City City of Rialto
CPEP Clean Power and Electrification Pathway
CPUC California Public Utilities Commission
DMV Department of Motor Vehicles
EIA Energy Information Administration
EPA Environmental Protection Agency
EMFAC EMissions FACtor
FERC Federal Energy Regulatory Commission
GHG Greenhouse Gas
GWh Gigawatt Hour
HHDT Heavy-Heavy Duty Trucks
hp-hr-gal Horsepower Hours Per Gallon
IEPR Integrated Energy Policy Report
ISO Independent Service Operator
ISTEA Intermodal Surface Transportation Efficiency Act
ITE Institute of Transportation Engineers
kBTU Thousand-British Thermal Units
kWh Kilowatt Hour
LDA Light Duty Auto
LDT1/LDT2 Light-Duty Trucks
LHDT1/LHDT2 Light-Heavy Duty Trucks
MARB/IPA March Air Reserve Base/Inland Port Airport
MDV Medium Duty Trucks
MHDT Medium-Heavy Duty Trucks
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MMcfd Million Cubic Feet Per Day
mpg Miles Per Gallon
MPO Metropolitan Planning Organization
PG&E Pacific Gas and Electric
Project Birtcher Logistics Center
PV Photovoltaic
SCAB South Coast Air Basin
SCE Southern California Edison
SDAB San Diego Air Basin
sf Square Feet
SoCalGas Southern California Gas
TEA-21 Transportation Equity Act for the 21st Century
U.S. United States
VMT Vehicle Miles Traveled
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EXECUTIVE SUMMARY
ES.1 SUMMARY OF FINDINGS
The results of this Birtcher Logistics Center Energy Analysis is summarized below based on the
significance criteria in Section 5 of this report consistent with Appendix G of the 2020 California
Environmental Quality Act (CEQA) Statute and Guidelines (CEQA Guidelines) (1). Table ES-1
shows the findings of significance for potential energy impacts under CEQA.
TABLE ES-1: SUMMARY OF CEQA SIGNIFICANCE FINDINGS
Analysis Report
Section
Significance Findings
Unmitigated Mitigated
Energy Impact #1: Would the Project result in
potentially significant environmental impact due
to wasteful, inefficient, or unnecessary
consumption of energy resources, during project
construction or operation?
5.0 Less Than Significant n/a
Energy Impact #2: Would the Project conflict
with or obstruct a state or local plan for
renewable energy or energy efficiency?
5.0 Less Than Significant n/a
ES.2 PROJECT REQUIREMENTS
The Project would be required to comply with regulations imposed by the federal and state
agencies that regulate energy use and consumption through various means and programs. Those
that are directly and indirectly applicable to the Project and that would assist in the reduction of
energy usage include:
• Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA)
• The Transportation Equity Act for the 21st Century (TEA-21
• Integrated Energy Policy Report (IEPR)
• State of California Energy Plan
• California Code Title 24, Part 6, Energy Efficiency Standards
• California Code Title 24, Part 11, California Green Building Standards Code (CALGreen)
• AB 1493 Pavley Regulations and Fuel Efficiency Standards
• California’s Renewable Portfolio Standard (RPS)
• Clean Energy and Pollution Reduction Act of 2015 (SB 350)
Consistency with the above regulations is discussed in detail in section 5 of this report.
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1 INTRODUCTION
This report presents the results of the energy analysis prepared by Urban Crossroads, Inc., for
the proposed Birtcher Logistics Center Project (Project). The purpose of this report is to ensure
that energy implication is considered by the City of Fontana (Lead Agency), as the lead agency,
and to quantify anticipated energy usage associated with construction and operation of the
proposed Project, determine if the usage amounts are efficient, typical, or wasteful for the land
use type, and to emphasize avoiding or reducing inefficient, wasteful, and unnecessary
consumption of energy.
1.1 SITE LOCATION
The proposed Birtcher Logistics Center site is loc located at Santa Ana Avenue and Banana Avenue
in the City of Fontana, as shown on Exhibit 1-A. The Project Site is generally located south of the
I-10 Freeway with the nearest residential uses located south of the Project site.
1.2 PROJECT DESCRIPTION
The proposed Project includes the development of a total of 341,838 square feet (sf) of
warehouse use. For the purposes of this analysis, 20% of the total square footage (68,370 sf) will
be evaluated as high-cube cold storage use and 80% (273,470 sf) will be evaluated as
unrefrigerated warehouse use. The Project site plan is shown on Exhibit 1-B. The Project is
anticipated to be developed within a single phase with an Opening Year of 2023.
It is expected that the Project business operations would primarily be conducted within the
enclosed buildings, except for traffic movement, parking, as well as loading and unloading of
trucks at designated loading bays. This analysis includes a conservative assumption of on-site
Project-related emission sources for potential future tenants, including architectural coatings,
consumer products, landscape maintenance equipment, natural gas, electricity, mobile
operations, and on-site cargo handling equipment. This analysis is intended to describe air quality
impacts associated with the expected typical operational activities at the Project site. To present
a conservative approach, this report assumes the Project would operate 24-hours daily for seven
days per week.
Per the Birtcher Logistics Center Vehicle Miles Traveled (VMT) Screening Evaluation prepared by
Urban Crossroads, Inc., the Project is expected to generate a total of approximately 584 vehicular
trips per day, which includes 204 truck trips per day (2).
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EXHIBIT 1-A: LOCATION MAP
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EXHIBIT 1-B: SITE PLAN
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2 EXISTING CONDITIONS
This section provides an overview of the existing energy conditions in the Project region.
2.1 OVERVIEW
The most recent data for California’s estimated total energy consumption and natural gas
consumption is from 2019, released by the United States (U.S.) Energy Information
Administration’s (EIA) California State Profile and Energy Estimates in 2021 and included (3):
• As of 2019, approximately 7,802 trillion British Thermal Unit (BTU) of energy was consumed
• As of 2019, approximately 662 million barrels of petroleum
• As of 2019, approximately 2,144 billion cubic feet of natural gas
• As of 2019, approximately 1 million short tons of coal
The California Energy Commission’s (CEC) Transportation Energy Demand Forecast 2018-2030
was released in order to support the 2017 Integrated Energy Policy Report. The Transportation
energy Demand Forecast 2018-2030 lays out graphs and data supporting their projections of
California’s future transportation energy demand. The projected inputs consider expected
variable changes in fuel prices, income, population, and other variables. Predictions regarding
fuel demand included:
• Gasoline demand in the transportation sector is expected to decline from approximately 15.8
billion gallons in 2017 to between 12.3 billion and 12.7 billion gallons in 2030 (4)
• Diesel demand in the transportation sector is expected to rise, increasing from approximately 3.7
billion diesel gallons in 2015 to approximately 4.7 billion in 2030 (4)
• Data from the Department of Energy states that approximately 3.9 billion gallons of diesel fuel
were consumed in 2019 (5)
The most recent data provided by the EIA for energy use in California by demand sector is from
2018 and is reported as follows:
• Approximately 39.3% transportation
• Approximately 23.2% industrial
• Approximately 18.7% residential
• Approximately 18.9% commercial (6)
In 2020, total system electric generation for California was 272,576 gigawatt hours (GWh).
California's massive electricity in-state generation system generated approximately 190,913
GWh which accounted for approximately 70% of the electricity it uses; the rest was imported
from the Pacific Northwest (15%) and the U.S. Southwest (15%) (7). Natural gas is the main source
for electricity generation at 42.97% of the total in-state electric generation system power as
shown in Table 2-1.
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TABLE 2-1: TOTAL ELECRICITY SYSTEM POWER (CALIFORNIA 2020)
Fuel Type California In-State
Generation (GWh)
Percent of
California In-State
Generation
Northwest
Imports
(GWh)
Southwest
Imports
(GWh)
Total
Imports
(GWh)
Percent
of
Imports
Total
California
Energy
Mix ()
Total
California
Power Mix
Coal 317 0.17% 194 6,963 7,157 8.76% 7,474 2.74%
Natural Gas 92,298 48.35% 70 8,654 8,724 10.68% 101,022 37.06%
Oil 30 0.02% - - 0 0.00% 30 0.01%
Other
(Waste Heat/Petroleum Coke) 384 0.20% 125 9 134 0.16% 518 0.19%
Nuclear 16,280 8.53% 672 8,481 9,154 11.21% 25,434 9.33%
Large Hydro 17,938 9.40% 14,078 1,259 15,337 18.78% 33,275 12.21%
Unspecified - 0.00% 12,870 1,745 14,615 17.90% 14,615 5.36%
Non-Renewable and
Unspecified Totals 127,248 66.65% 28,009 27,111 55,120 67.50% 182,368 66.91%
Biomass 5,680 2.97% 975 25 1,000 1.22% 6,679 2.45%
Geothermal 11,345 5.94% 166 1,825 1,991 2.44% 13,336 4.89%
Small Hydro 3,476 1.82% 320 2 322 0.39% 3,798 1.39%
Solar 29,456 15.43% 284 6,312 6,596 8.08% 36,052 13.23%
Wind 13,708 7.18% 11,438 5,197 16,635 20.37% 30,343 11.13%
Renewable Totals 63,665 33.35% 13,184 13,359 26,543 32.50% 90,208 33.09%
System Totals 190,913 100.00% 41,193 40,471 81,663 100.00% 272,576 100.00%
Source: California Energy Commission’s 2020 Total System Electric Generation
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An updated summary of, and context for energy consumption and energy demands within the
State is presented in “U.S. Energy Information Administration, California State Profile and Energy
Estimates, Quick Facts” excerpted below (8):
• California was the seventh-largest producer of crude oil among the 50 states in 2019, and, as of
January 2020, it ranked third in oil refining capacity. Foreign suppliers, led by Saudi Arabia, Iraq,
Ecuador, and Colombia, provided more than half of the crude oil refined in California in 2019.
• California is the largest consumer of both jet fuel and motor gasoline among the 50 states and
accounted for 17% of the nation’s jet fuel consumption and 11% of motor gasoline consumption
in 2019. The state is the second-largest consumer of all petroleum products combined, accounting
for 10% of the U.S. total. In 2018, California’s energy consumption was the second highest among
the states, but its per capita energy consumption was the fourth-lowest due in part to its mild
climate and its energy efficiency programs.
• In 2019, California was the nation’s top producer of electricity from solar, geothermal, and
biomass energy and the state was second in the nation in conventional hydroelectric power
generation.
• In 2019, California was the fourth largest electricity producer in the nation, but the state was also
the nation’s largest importer of electricity and received about 28% of its electricity supply from
generating facilities outside of California, including imports from Mexico.
As indicated above, California is one of the nation’s leading energy-producing states, and
California’s per capita energy use is among the nation’s most efficient. Given the nature of the
Project, the remainder of this discussion will focus on the three sources of energy that are most
relevant to the project—namely, electricity, natural gas, and transportation fuel for vehicle trips
associated with the uses planned for the Project.
2.2 ELECTRICITY
The usage associated with electricity use were calculated using the California Emissions Estimator
Model (CalEEMod) Version 2020.4.0. The Southern California region’s electricity reliability has
been of concern for the past several years due to the planned retirement of aging facilities that
depend upon once-through cooling technologies, as well as the June 2013 retirement of the San
Onofre Nuclear Generating Station (San Onofre). While the once-through cooling phase-out has
been ongoing since the May 2010 adoption of the State Water Resources Control Board’s once-
through cooling policy, the retirement of San Onofre complicated the situation. California ISO
studies revealed the extent to which the South California Air Basin (SCAB) and the San Diego Air
Basin (SDAB) region were vulnerable to low-voltage and post-transient voltage instability
concerns. A preliminary plan to address these issues was detailed in the 2013 Integrative Energy
Policy Report (IEPR) after a collaborative process with other energy agencies, utilities, and air
districts (9). Similarly, the subsequent 2018 and 2019 IEPR’s identify broad strategies that are
aimed at maintaining electricity system reliability.
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Electricity is currently provided to the Project by Southern California Edison (SCE). SCE provides
electric power to more than 15 million persons in 15 counties and in 180 incorporated cities,
within a service area encompassing approximately 50,000 square miles. Based on SCE’s 2018
Power Content Label Mix, SCE derives electricity from varied energy resources including: fossil
fuels, hydroelectric generators, nuclear power plants, geothermal power plants, solar power
generation, and wind farms. SCE also purchases from independent power producers and utilities,
including out-of-state suppliers (10).
California’s electricity industry is an organization of traditional utilities, private generating
companies, and state agencies, each with a variety of roles and responsibilities to ensure that
electrical power is provided to consumers. The California Independent Service Operator (ISO) is
a nonprofit public benefit corporation and is the impartial operator of the State’s wholesale
power grid and is charged with maintaining grid reliability, and to direct uninterrupted electrical
energy supplies to California’s homes and communities. While utilities still own transmission
assets, the ISO routes electrical power along these assets, maximizing the use of the transmission
system and its power generation resources. The ISO matches buyers and sellers of electricity to
ensure that enough power is available to meet demand. To these ends, every five minutes the
ISO forecasts electrical demands, accounts for operating reserves, and assigns the lowest cost
power plant unit to meet demands while ensuring adequate system transmission capacities and
capabilities (11).
Part of the ISO’s charge is to plan and coordinate grid enhancements to ensure that electrical
power is provided to California consumers. To this end, utilities file annual transmission
expansion/modification plans to accommodate the State’s growing electrical needs. The ISO
reviews and either approves or denies the proposed additions. In addition, and perhaps most
importantly, the ISO works with other areas in the western United States electrical grid to ensure
that adequate power supplies are available to the State. In this manner, continuing reliable and
affordable electrical power is assured to existing and new consumers throughout the State.
Tables 2-2 identifies SCE’s specific proportional shares of electricity sources in 2019. As indicated
in Table 2-2, the 2019 SCE Power Mix has renewable energy at 35.1% of the overall energy
resources. Geothermal resources are at 5.9%, wind power is at 11.5%, large hydroelectric sources
are at 7.9%, solar energy is at 16.0%, and coal is at 0% (12).
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TABLE 2-2: SCE 2019 POWER CONTENT MIX
Energy Resources 2019 SCE Power Mix
Eligible Renewable 35.1%
Biomass & Waste 0.6%
Geothermal 5.9%
Eligible Hydroelectric 1.0%
Solar 16.0%
Wind 11.5%
Coal 0.0%
Large Hydroelectric 7.9%
Natural Gas 16.1%
Nuclear 8.2%
Other 0.1%
Unspecified Sources of power* 32.6%
Total 100%
* "Unspecified sources of power" means electricity from transactions that are not
traceable to specific generation sources
2.3 NATURAL GAS
The following summary of natural gas customers and volumes, supplies, delivery of supplies,
storage, service options, and operations is excerpted from information provided by the California
Public Utilities Commission (CPUC).
“The CPUC regulates natural gas utility service for approximately 10.8 million customers
that receive natural gas from Pacific Gas and Electric (PG&E), Southern California Gas
(SoCalGas), San Diego Gas & Electric (SDG&E), Southwest Gas, and several smaller natural
gas utilities. The CPUC also regulates independent storage operators: Lodi Gas Storage,
Wild Goose Storage, Central Valley Storage and Gill Ranch Storage.
California's natural gas utilities provide service to over 11 million gas meters. SoCalGas
and PG&E provide service to about 5.9 million and 4.3 million customers, respectively,
while SDG&E provides service to over 800, 000 customers. In 2018, California gas utilities
forecasted that they would deliver about 4740 million cubic feet per day (MMcfd) of gas
to their customers, on average, under normal weather conditions.
The overwhelming majority of natural gas utility customers in California are residential
and small commercials customers, referred to as "core" customers. Larger volume gas
customers, like electric generators and industrial customers, are called "noncore"
customers. Although very small in number relative to core customers, noncore customers
consume about 65% of the natural gas delivered by the state's natural gas utilities, while
core customers consume about 35%.
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A significant amount of gas (about 19%, or 1131 MMcfd, of the total forecasted California
consumption in 2018) is also directly delivered to some California large volume consumers,
without being transported over the regulated utility pipeline system. Those customers,
referred to as "bypass" customers, take service directly from interstate pipelines or directly
from California producers.
SDG&E and Southwest Gas' southern division are wholesale customers of SoCalGas, i.e.,
they receive deliveries of gas from SoCalGas and in turn deliver that gas to their own
customers. (Southwest Gas also provides natural gas distribution service in the Lake
Tahoe area.) Similarly, West Coast Gas, a small gas utility, is a wholesale customer of
PG&E. Some other wholesale customers are municipalities like the cities of Palo Alto, Long
Beach, and Vernon, which are not regulated by the CPUC.
Natural gas from out-of-state production basins is delivered into California via the
interstate natural gas pipeline system. The major interstate pipelines that deliver out-of-
state natural gas to California gas utilities are Gas Transmission Northwest Pipeline, Kern
River Pipeline, Transwestern Pipeline, El Paso Pipeline, Ruby Pipeline, Mojave Pipeline, and
Tuscarora. Another pipeline, the North Baja - Baja Norte Pipeline takes gas off the El
Paso Pipeline at the California/Arizona border and delivers that gas through California into
Mexico. While the Federal Energy Regulatory Commission (FERC) regulates the
transportation of natural gas on the interstate pipelines, and authorizes rates for that
service, the California Public Utilities Commission may participate in FERC regulatory
proceedings to represent the interests of California natural gas consumers.
The gas transported to California gas utilities via the interstate pipelines, as well as some
of the California-produced gas, is delivered into the PG&E and SoCalGas intrastate natural
gas transmission pipelines systems (commonly referred to as California's "backbone"
pipeline system). Natural gas on the utilities' backbone pipeline systems is then delivered
to the local transmission and distribution pipeline systems, or to natural gas storage
fields. Some large volume noncore customers take natural gas delivery directly off the
high-pressure backbone and local transmission pipeline systems, while core customers
and other noncore customers take delivery off the utilities' distribution pipeline
systems. The state's natural gas utilities operate over 100,000 miles of transmission and
distribution pipelines, and thousands more miles of service lines.
Bypass customers take most of their deliveries directly off the Kern/Mojave pipeline
system, but they also take a significant amount of gas from California production.
PG&E and SoCalGas own and operate several natural gas storage fields that are located
within their service territories in northern and southern California, respectively. These
storage fields, and four independently owned storage utilities - Lodi Gas Storage, Wild
Goose Storage, Central Valley Storage, and Gill Ranch Storage - help meet peak seasonal
and daily natural gas demand and allow California natural gas customers to secure
natural gas supplies more efficiently. PG&E is a 25% owner of the Gill Ranch Storage field.
These storage fields provide a significant amount of infrastructure capacity to help meet
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California's natural gas requirements, and without these storage fields, California would
need much more pipeline capacity in order to meet peak gas requirements .
Prior to the late 1980s, California regulated utilities provided virtually all natural gas
services to all their customers. Since then, the Commission has gradually restructured the
California gas industry in order to give customers more options while assuring regulatory
protections for those customers that wish to, or are required to, continue receiving utility-
provided services.
The option to purchase natural gas from independent suppliers is one of the results of this
restructuring process. Although the regulated utilities procure natural gas supplies for
most core customers, core customers have the option to purchase natural gas from
independent natural gas marketers, called "core transport agents" (CTA). Contact
information for core transport agents can be found on the utilities' web sites. Noncore
customers, on the other hand, make natural gas supply arrangements directly with
producers or with marketers.
Another option resulting from the restructuring process occurred in 1993, when the
Commission removed the utilities' storage service responsibility for noncore customers,
along with the cost of this service from noncore customers' transportation rates. The
Commission also encouraged the development of independent storage fields, and in
subsequent years, all the independent storage fields in California were
established. Noncore customers and marketers may now take storage service from the
utility or from an independent storage provider (if available), and pay for that service, or
may opt to take no storage service at all. For core customers, the Commission assures that
the utility has adequate storage capacity set aside to meet core requirements, and core
customers pay for that service.
In a 1997 decision, the Commission adopted PG&E's "Gas Accord", which unbundled
PG&E's backbone transmission costs from noncore transportation rates. This decision
gave customers and marketers the opportunity to obtain pipeline capacity rights on
PG&E's backbone transmission pipeline system, if desired, and pay for that service at rates
authorized by the Commission. The Gas Accord also required PG&E to set aside a certain
amount of backbone transmission capacity in order to deliver gas to its core
customers. Subsequent Commission decisions modified and extended the initial terms of
the Gas Accord. The "Gas Accord" framework is still in place today for PG&E's backbone
and storage rates and services and is now simply referred to as PG&E Gas Transmission
and Storage (GT&S).
In a 2006 decision, the Commission adopted a similar gas transmission framework for
Southern California, called the "firm access rights" system. SoCalGas and SDG&E
implemented the firm access rights (FAR) system in 2008, and it is now referred to as the
backbone transmission system (BTS) framework. As under the PG&E backbone
transmission system, SoCalGas backbone transmission costs are unbundled from noncore
transportation rates. Noncore customers and marketers may obtain, and pay for, firm
backbone transmission capacity at various receipt points on the SoCalGas system. A
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certain amount of backbone transmission capacity is obtained for core customers to
assure meeting their requirements.
Many if not most noncore customers now use a marketer to provide for several of the
services formerly provided by the utility. That is, a noncore customer may simply arrange
for a marketer to procure its supplies, and obtain any needed storage and backbone
transmission capacity, in order to assure that it will receive its needed deliveries of natural
gas supplies. Core customers still mainly rely on the utilities for procurement service, but
they have the option to take procurement service from a CTA. Backbone transmission and
storage capacity is either set aside or obtained for core customers in amounts to assure
very high levels of service.
In order properly operate their natural gas transmission pipeline and storage systems,
PG&E and SoCalGas must balance the amount of gas received into the pipeline system and
delivered to customers or to storage fields. Some of these utilities’ storage capacity is
dedicated to this service, and under most circumstances, customers do not need to
precisely match their deliveries with their consumption. However, when too much or too
little gas is expected to be delivered into the utilities’ systems, relative to the amount being
consumed, the utilities require customers to more precisely match up their deliveries with
their consumption. And, if customers do not meet certain delivery requirements, they
could face financial penalties. The utilities do not profit from these financial penalties -
the amounts are then returned to customers as a whole. If the utilities find that they are
unable to deliver all the gas that is expected to be consumed, they may even call for a
curtailment of some gas deliveries. These curtailments are typically required for just the
largest, noncore customers. It has been many years since there has been a significant
curtailment of core customers in California.” (13)
As indicated in the preceding discussions, natural gas is available from a variety of in-state and
out-of-state sources and is provided throughout the state in response to market supply and
demand. Complementing available natural gas resources, biogas may soon be available via
existing delivery systems, thereby increasing the availability and reliability of resources in total.
The CPUC oversees utility purchases and transmission of natural gas to ensure reliable and
affordable natural gas deliveries to existing and new consumers throughout the State.
2.4 TRANSPORTATION ENERGY RESOURCES
The Project would generate additional vehicle trips with resulting consumption of energy
resources, predominantly gasoline and diesel fuel. The Department of Motor Vehicles (DMV)
identified 35.8 million registered vehicles in California (14), and those vehicles consume an
estimated 17.4 billion gallons of fuel each year1. Gasoline (and other vehicle fuels) are
commercially provided commodities and would be available to the Project patrons and
employees via commercial outlets.
1 Fuel consumptions estimated utilizing information from EMFAC2017.
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California’s on-road transportation system includes 394,383 land miles, more than 26.4 million
passenger vehicles and light trucks, and almost 8.8 million medium- and heavy-duty vehicles (14).
While gasoline consumption has been declining since 2008 it is still by far the dominant fuel.
California is the second-largest consumer of petroleum products, after Texas, and accounts for
10% of the nation's total consumption. The state is the largest U.S. consumer of motor gasoline
and jet fuel, and 85% of the petroleum consumed in California is used in the transportation sector
(15).
California accounts for less than 1% of total U.S. natural gas reserves and production. As with
crude oil, California's natural gas production has experienced a gradual decline since 1985. In
2019, about 37% of the natural gas delivered to consumers went to the state's industrial sector,
and about 28% was delivered to the electric power sector. Natural gas fueled more than two-
fifths of the state's utility-scale electricity generation in 2019. The residential sector, where two-
thirds of California households use natural gas for home heating, accounted for 22% of natural
gas deliveries. The commercial sector received 12% of the deliveries to end users and the
transportation sector consumed the remaining 1% (15).
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3 REGULATORY BACKGROUND
Federal and state agencies regulate energy use and consumption through various means and
programs. On the federal level, the United States Department of Transportation, the United
States Department of Energy, and the United States Environmental Protection Agency (EPA) are
three federal agencies with substantial influence over energy policies and programs. On the state
level, the CPUC and the CEC are two agencies with authority over different aspects of energy.
Relevant federal and state energy-related laws and plans are summarized below.
3.1 FEDERAL REGULATIONS
3.1.1 INTERMODAL SURFACE TRANSPORTATION EFFICIENCY ACT OF 1991 (ISTEA)
The ISTEA promoted the development of inter-modal transportation systems to maximize
mobility as well as address national and local interests in air quality and energy. ISTEA contained
factors that Metropolitan Planning Organizations (MPOs) were to address in developing
transportation plans and programs, including some energy-related factors. To meet the new
ISTEA requirements, MPOs adopted explicit policies defining the social, economic, energy, and
environmental values guiding transportation decisions.
3.1.2 THE TRANSPORTATION EQUITY ACT FOR THE 21ST CENTURY (TEA-21)
The TEA-21 was signed into law in 1998 and builds upon the initiatives established in the ISTEA
legislation, discussed above. TEA-21 authorizes highway, highway safety, transit, and other
efficient surface transportation programs. TEA-21 continues the program structure established
for highways and transit under ISTEA, such as flexibility in the use of funds, emphasis on measures
to improve the environment, and focus on a strong planning process as the foundation of good
transportation decisions. TEA-21 also provides for investment in research and its application to
maximize the performance of the transportation system through, for example, deployment of
Intelligent Transportation Systems, to help improve operations and management of
transportation systems and vehicle safety.
3.2 CALIFORNIA REGULATIONS
3.2.1 INTEGRATED ENERGY POLICY REPORT (IEPR)
Senate Bill 1389 (Bowen, Chapter 568, Statutes of 2002) requires the CEC to prepare a biennial
integrated energy policy report that assesses major energy trends and issues facing the state’s
electricity, natural gas, and transportation fuel sectors and provides policy recommendations to
conserve resources; protect the environment; ensure reliable, secure, and diverse energy
supplies; enhance the state’s economy; and protect public health and safety (Public Resources
Code § 25301[a]). The CEC prepares these assessments and associated policy recommendations
every two years, with updates in alternate years, as part of the Integrated Energy Policy Report.
The 2020 IEPR was adopted March 23, 2020, and continues to work towards improving electricity,
natural gas, and transportation fuel energy use in California. The 2020 IEPR identifies actions the
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state and others can take to ensure a clean, affordable, and reliable energy system. California’s
innovative energy policies strengthen energy resiliency, reduce greenhouse gas (GHG) emissions
that cause climate change, improve air quality, and contribute to a more equitable future (16).
3.2.2 STATE OF CALIFORNIA ENERGY PLAN
The CEC is responsible for preparing the State Energy Plan, which identifies emerging trends
related to energy supply, demand, conservation, public health and safety, and the maintenance
of a healthy economy. The Plan calls for the state to assist in the transformation of the
transportation system to improve air quality, reduce congestion, and increase the efficient use
of fuel supplies with the least environmental and energy costs. To further this policy, the plan
identifies several strategies, including assistance to public agencies and fleet operators and
encouragement of urban designs that reduce vehicle miles traveled (VMT) and accommodate
pedestrian and bicycle access.
3.2.3 CALIFORNIA CODE TITLE 24, PART 6, ENERGY EFFICIENCY STANDARDS
California Code of Regulations (CCR) Title 24 Part 6: California’s Energy Efficiency Standards for
Residential and Nonresidential Buildings, was first adopted in 1978 in response to a legislative
mandate to reduce California’s energy consumption. The standards are updated periodically to
allow consideration and possible incorporation of new energy efficient technologies and
methods. Energy efficient buildings require less electricity; therefore, increased energy efficiency
reduces fossil fuel consumption and decreases greenhouse gas (GHG) emissions. The 2019
version of Title 24 was adopted by the CEC and became effective on January 1, 2020. The 2019
Title are applicable to building permit applications submitted on or after January 1, 2020. The
2019 Title 24 standards require solar photovoltaic systems for new homes, establish
requirements for newly constructed healthcare facilities, encourage demand responsive
technologies for residential buildings, and update indoor and outdoor lighting standards for
nonresidential buildings. The CEC anticipates that nonresidential buildings will use approximately
30% less energy due to lighting upgrades compared to the prior code (17).
3.2.4 AB 1493 PAVLEY REGULATIONS AND FUEL EFFICIENCY STANDARDS
California AB 1493, enacted on July 22, 2002, required CARB to develop and adopt regulations
that reduce GHGs emitted by passenger vehicles and light duty trucks. Under this legislation,
CARB adopted regulations to reduce GHG emissions from non-commercial passenger vehicles
(cars and light-duty trucks). Although aimed at reducing GHG emissions, specifically, a co-benefit
of the Pavley standards is an improvement in fuel efficiency and consequently a reduction in fuel
consumption.
3.2.5 CALIFORNIA’S RENEWABLE PORTFOLIO STANDARD (RPS)
First established in 2002 under Senate Bill (SB) 1078, California’s Renewable Portfolio Standards
(RPS) requires retail sellers of electric services to increase procurement from eligible renewable
resources to 33% of total retail sales by 2020 (18).
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3.2.6 CLEAN ENERGY AND POLLUTION REDUCTION ACT OF 2015 (SB 350)
In October 2015, the legislature approved, and the Governor signed SB 350, which reaffirms
California’s commitment to reducing its GHG emissions and addressing climate change. Key
provisions include an increase in the renewables portfolio standard (RPS), higher energy
efficiency requirements for buildings, initial strategies towards a regional electricity grid, and
improved infrastructure for electric vehicle charging stations. Specifically, SB 350 requires the
following to reduce statewide GHG emissions:
• Increase the amount of electricity procured from renewable energy sources from 33% to 50% by
2030, with interim targets of 40% by 2024, and 25% by 2027.
• Double the energy efficiency in existing buildings by 2030. This target will be achieved through
the California Public Utility Commission (CPUC), the California Energy Commission (CEC), and local
publicly owned utilities.
• Reorganize the Independent System Operator (ISO) to develop more regional electrify
transmission markets and to improve accessibility in these markets, which will facilitate the
growth of renewable energy markets in the western United States (California Leginfo 2015).
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4 PROJECT ENERGY DEMANDS AND ENERGY EFFICIENCY MEASURES
4.1 EVALUATION CRITERIA
Per Appendix F of the State CEQA Guidelines (19), states that the means of achieving the goal of
energy conservation includes the following:
• Decreasing overall per capita energy consumption;
• Decreasing reliance on fossil fuels such as coal, natural gas, and oil; and
• Increasing reliance on renewable energy sources.
In compliance with Appendix G of the State CEQA Guidelines (20), this report analyzes the
project’s anticipated energy use during construction and operations to determine if the Project
would:
• Result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary
consumption of energy resources, during project construction or operation; or
• Conflict with or obstruct a state or local plan for renewable energy or energy efficiency
4.2 METHODOLOGY
Information from the CalEEMod Version 2020.4.0 outputs for the Birtcher Logistics Center Air
Quality Impact Analysis (AQIA) (21) was utilized in this analysis, detailing Project related
construction equipment, transportation energy demands, and facility energy demands.
4.2.1 CALEEMOD
In May 2021, the SCAQMD, in conjunction with the California Air Pollution Control Officers
Association (CAPCOA) and other California air districts, released the latest version of the
CalEEMod Version 2020.4.0. The purpose of this model is to calculate construction-source and
operational-source criteria pollutants and GHG emissions from direct and indirect sources as well
as energy usage. (22). Accordingly, the latest version of CalEEMod has been used to determine
the proposed Project’s anticipated transportation and facility energy demands. Outputs from the
annual model runs are provided in Appendices 4.1 through 4.2.
4.2.2 EMISSION FACTORS MODEL
On August 19, 2019, the EPA approved the 2017 version of the EMissions FACtor model (EMFAC)
web database for use in State Implementation Plan and transportation conformity analyses.
EMFAC2017 is a mathematical model that was developed to calculate emission rates, fuel
consumption, VMT from motor vehicles that operate on highways, freeways, and local roads in
California and is commonly used by the CARB to project changes in future emissions from on-
road mobile sources (23). This energy study utilizes the different fuel types for each vehicle class
from the annual EMFAC2017 emission inventory in order to derive the average vehicle fuel
economy which is then used to determine the estimated annual fuel consumption associated
with vehicle usage during Project construction and operational activities. For purposes of
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analysis, the 2022 through 2023 analysis years were utilized to determine the average vehicle
fuel economy used throughout the duration of the Project. Output from the EMFAC2017 model
run is provided in Appendix 4.3.
4.3 CONSTRUCTION ENERGY DEMANDS
The focus within this section is the energy implications of the construction process, specifically
the power cost from on-site electricity consumption during construction of the proposed Project.
4.3.1 CONSTRUCTION POWER COST
The total Project construction power costs is the summation of the products of the area (sf) by
the construction duration and the typical power cost.
CONSTRUCTION DURATION
Construction is anticipated to begin in January 2022 and will last through June 2023 (21). The
construction schedule utilized in the analysis, shown in Table 4-1, represents a “worst-case”
analysis scenario. The duration of construction activity and associated equipment represents a
reasonable approximation of the expected construction fleet as required per CEQA Guidelines
(24).
TABLE 4-1: CONSTRUCTION DURATION
Construction Activity Start Date End Date Days
Demolition 01/01/2022 05/06/2022 90
Site Preparation 05/07/2022 05/20/2022 10
Grading 05/21/2022 07/01/2022 30
Building Construction 07/02/2022 04/07/2023 200
Paving 03/07/2023 04/24/2023 35
Architectural Coating 03/07/2023 06/12/2023 70
PROJECT CONSTRUCTION POWER COST
The 2021 National Construction Estimator identifies a typical power cost per 1,000 sf of
construction per month of $2.37, which was used to calculate the Project’s total construction
power cost (25).
As shown on Table 4-2, the total power cost of the on-site electricity usage during the
construction of the Project is estimated to be approximately $23,478.03.
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TABLE 4-2: CONSTRUCTION POWER COST
Land Use Power Cost
(per 1,000 SF)
Size
(1,000 SF)
Construction
Duration
(months)
Project
Construction
Power Cost
High-Cube Cold Storage $2.37 68.370 17 $2,754.63
Unrefrigerated Warehouse $2.37 273.470 17 $11,018.11
Other Asphalt/Non-Asphalt Surfaces $2.37 240.886 17 $9,705.30
CONSTRUCTION POWER COST $23,478.03
4.3.2 CONSTRUCTION ELECTRICITY USAGE
The total Project construction electricity usage is the summation of the products of the power
cost (estimated in Table 4-2) by the utility provider cost per kilowatt hour (kWh) of electricity.
PROJECT CONSTRUCTION ELECTRICITY USAGE
The SCE’s general service rate schedule were used to determine the Project’s electrical usage. As
of October 1, 2021, SCE’s general service rate is $0.13 per kilowatt hours (kWh) of electricity for
industrial services (26). As shown on Table 4-3, the total electricity usage from on-site Project
construction related activities is estimated to be approximately 187,240 kWh.
TABLE 4-3: CONSTRUCTION ELECTRICITY USAGE
Land Use Cost per kWh
Project
Construction Electricity Usage
(kWh)
High-Cube Cold Storage $0.13 21,968
Unrefrigerated Warehouse $0.13 87,871
Other Asphalt/Non-Asphalt Surfaces $0.13 77,401
CONSTRUCTION ELECTRICITY USAGE 187,240
4.3.3 CONSTRUCTION EQUIPMENT FUEL ESTIMATES
Fuel consumed by construction equipment would be the primary energy resource expended over
the course of Project construction.
CONSTRUCTION EQUIPMENT
Consistent with industry standards and typical construction practices, each piece of equipment
listed in Table 4-4 will operate up to a total of eight (8) hours per day, or more than two-thirds of
the period during which construction activities are allowed pursuant to the code. It should be
noted that most pieces of equipment would likely operate for fewer hours per day. A summary
of construction equipment assumptions by phase is provided at Table 4-4.
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TABLE 4-4: CONSTRUCTION EQUIPMENT ASSUMPTIONS
Construction Activity Equipment Amount Hours Per Day
Demolition
Concrete/Industrial Saws 1 8
Excavators 3 8
Rubber Tired Dozers 2 8
Site Preparation Crawler Tractors 4 8
Rubber Tired Dozers 3 8
Grading
Crawler Tractors 2 8
Excavators 2 8
Graders 1 8
Rubber Tired Dozers 1 8
Scrapers 2 8
Building Construction
Cranes 1 8
Forklifts 3 8
Generator Sets 1 8
Tractors/Loaders/Backhoes 3 8
Welders 1 8
Paving
Pavers 2 8
Paving Equipment 2 8
Rollers 2 8
Architectural Coating Air Compressors 1 8
PROJECT CONSTRUCTION EQUIPMENT FUEL CONSUMPTION
Project construction activity timeline estimates, construction equipment schedules, equipment
power ratings, load factors, and associated fuel consumption estimates are presented in Table 4-
5. The aggregate fuel consumption rate for all equipment is estimated at 18.5 horsepower hour
per gallon (hp-hr-gal.), obtained from CARB 2018 Emissions Factors Tables and cited fuel
consumption rate factors presented in Table D-24 of the Moyer guidelines (27). For the purposes
of this analysis, the calculations are based on all construction equipment being diesel-powered
which is consistent with industry standards. Diesel fuel would be supplied by existing commercial
fuel providers serving the Project area and region2. As presented in Table 4-5, Project
construction activities would consume an estimated 60,275 gallons of diesel fuel. Project
2 Based on Appendix A of the CalEEMod User’s Guide, Construction consists of several types of off-road equipment. Since the majority of the off-road construction equipment used for construction projects are diesel fueled, CalEEMod assumes all of the equipment operates on diesel fuel.
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construction would represent a “single-event” diesel fuel demand and would not require on-
going or permanent commitment of diesel fuel resources for this purpose.
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TABLE 4-5: CONSTRUCTION EQUIPMENT FUEL CONSUMPTION ESTIMATES
Construction Activity Duration
(Days) Equipment HP Rating Quantity Usage
Hours
Load
Factor
HP-
hrs/day
Total Fuel
Consumption
Demolition 90
Concrete/Industrial Saws 81 1 8 0.73 473 2,301
Excavators 158 3 8 0.38 1,441 7,010
Rubber Tired Dozers 247 2 8 0.40 1,581 7,690
Site Preparation 10 Crawler Tractors 97 4 8 0.37 1,148 621
Rubber Tired Dozers 247 3 8 0.40 2,371 1,282
Grading 30
Crawler Tractors 97 2 8 0.37 574 931
Excavators 158 2 8 0.38 961 1,558
Graders 187 1 8 0.41 613 995
Rubber Tired Dozers 247 1 8 0.40 790 1,282
Scrapers 367 2 8 0.48 2,819 4,571
Building Construction 200
Cranes 231 1 8 0.29 536 5,794
Forklifts 89 3 8 0.20 427 4,618
Generator Sets 84 1 8 0.74 497 5,376
Tractors/Loaders/Backhoes 97 3 8 0.37 861 9,312
Welders 46 1 8 0.45 166 1,790
Paving 35
Pavers 130 2 8 0.42 874 1,653
Paving Equipment 132 2 8 0.36 760 1,438
Rollers 80 2 8 0.38 486 920
Architectural Coating 70 Air Compressors 78 1 8 0.48 300 1,133
CONSTRUCTION FUEL DEMAND (GALLONS DIESEL FUEL) 60,275
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4.3.3 CONSTRUCTION TRIPS AND VMT
Construction generates on-road vehicle emissions from vehicle usage for workers, hauling, and
vendors commuting to and from the site. The number of workers, hauling, and vendor trips are
presented below in Table 4-6. It should be noted that for Vendor Trips, specifically, CalEEMod
only assigns Vendor Trips to the Building Construction phase. Vendor trips would likely occur
during all phases of construction. As such, the CalEEMod defaults for Vendor Trips have been
adjusted based on a ratio of the total vendor trips to the number of days of each subphase of
activity.
TABLE 4-6: CONSTRUCTION TRIPS AND VMT
Construction Activity Worker Trips
Per Day
Vendor Trips
Per Day
Hauling Trips
Per Day
Demolition 15 0 79
Site Preparation 18 0 0
Grading 20 0 0
Building Construction 245 96 0
Paving 15 0 0
Architectural Coating 49 0 0
4.3.4 CONSTRUCTION WORKER FUEL ESTIMATES
With respect to estimated VMT for the Project, the construction worker trips would generate an
estimated 819,672 VMT during the 17 months of construction (21). Based on CalEEMod
methodology, it is assumed that 50% of all vendor trips are from light-duty-auto vehicles (LDA),
25% are from light-duty-trucks (LDT13), and 25% are from light-duty-trucks (LDT24). Data
regarding Project related construction worker trips were based on CalEEMod defaults utilized
within the AQIA.
Vehicle fuel efficiencies for LDA, LDT1, and LDT2 were estimated using information generated
within the 2017 version of the EMFAC developed by CARB. EMFAC2017 is a mathematical model
that was developed to calculate emission rates, fuel consumption, and VMT from motor vehicles
that operate on highways, freeways, and local roads in California and is commonly used by the
CARB to project changes in future emissions from on-road mobile sources (23). EMFAC2017 was
run for the LDA, LDT1, and LDT2 vehicle class within the San Bernardino South Coast sub-area for
the 2022 through 2023 calendar years. Data from EMFAC2017 is shown in Appendix 4.3.
Table 4-7 provides an estimated annual fuel consumption resulting from Project construction
worker trips. Based on Table 4-7, it is estimated that 28,296 gallons of fuel will be consumed
related to construction worker trips during full construction of the Project.
3 Vehicles under the LDT1 category have a gross vehicle weight rating (GVWR) of less than 6,000 lbs. and equivalent test weight (ETW) of less
than or equal to 3,750 lbs. 4 Vehicles under the LDT2 category have a GVWR of less than 6,000 lbs. and ETW between 3,751 lbs. and 5,750 lbs.
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TABLE 4-7: CONSTRUCTION WORKER FUEL CONSUMPTION ESTIMATES
Year Construction Activity Duration
(Days)
Worker
Trips/Day
Trip
Length
(miles)
VMT
Average Vehicle
Fuel Economy
(mpg)
Estimated Fuel
Consumption
(gallons)
2022
LDA
Demolition 90 8 14.7 10,584 31.93 331
Site Preparation 10 9 14.7 1,323 31.93 41
Grading 30 10 14.7 4,410 31.93 138
Building Construction 130 123 14.7 235,053 31.93 7,361
LDT1
Demolition 90 4 14.7 5,292 26.79 198
Site Preparation 10 5 14.7 735 26.79 27
Grading 30 5 14.7 2,205 26.79 82
Building Construction 130 62 14.7 118,482 26.79 4,423
LDT2
Demolition 90 4 14.7 5,292 25.15 210
Site Preparation 10 5 14.7 735 25.15 29
Grading 30 5 14.7 2,205 25.15 88
Building Construction 130 62 14.7 118,482 25.15 4,712
2023
LDA
Building Construction 70 123 14.7 126,567 32.93 3,844
Paving 35 8 14.7 4,116 32.93 125
Architectural Coating 70 25 14.7 25,725 32.93 781
LDT1
Building Construction 70 62 14.7 63,798 27.61 2,311
Paving 35 4 14.7 2,058 27.61 75
Architectural Coating 70 13 14.7 13,377 27.61 485
LDT2
Building Construction 70 62 14.7 63,798 26.11 2,444
Paving 35 4 14.7 2,058 26.11 79
Architectural Coating 70 13 14.7 13,377 26.11 512
TOTAL CONSTRUCTION WORKER FUEL CONSUMPTION 28,296
It should be noted that construction worker trips would represent a “single-event” gasoline fuel
demand and would not require on-going or permanent commitment of fuel resources for this
purpose.
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4.3.5 CONSTRUCTION VENDOR/HAULING FUEL ESTIMATES
With respect to estimated VMT, the construction vendor trips (vehicles that deliver materials to
the site during construction) would generate an estimated 136,080 VMT along area roadways for
the Project over the duration of construction activity (21). It is assumed that 50% of all vendor
trips are from medium-heavy duty trucks (MHDT), 50% of vendor trips are from heavy-heavy duty
trucks (HHDT), and ), 100% of hauling trips are from HHDTs. These assumptions are consistent
with the CalEEMod defaults utilized within the within the AQIA (21). Vehicle fuel efficiencies for
MHDTs and HHDTs were estimated using information generated within EMFAC2017. EMFAC2017
was run for the MHDT and HHDT vehicle classes within the San Bernardino South Coast sub-area
for the 2022 through 2023 calendar years. Data from EMFAC2017 is shown in Appendix 4.3.
Based on Table 4-8, it is estimated that 17,337 gallons of fuel will be consumed related to
construction vendor trips during full construction of the Project.
TABLE 4-8: CONSTRUCTION VENDOR FUEL CONSUMPTION ESTIMATES (1 OF 3)
Year Construction Activity Duration (Days) Vendor/Hauling Trips / Day
Trip
Length (miles)
Vehicle
Miles Traveled
Average
Vehicle Fuel Economy
(mpg)
Estimated
Fuel Consumption
(gallons)
2022
MHDT
Building Construction 130 48 6.9 43,056 10.04 4,287
HHDT (Vendor)
Building
Construction 130 48 6.9 43,056 6.33 6,802
HHDT (Hauling)
Demolition 90 2 20 3,600 6.33 569
2023
MHDT
Building
Construction 70 48 6.9 23,184 10.45 2,218
HHDT (Vendor)
Building
Construction 70 48 6.9 23,184 6.70 3,461
TOTAL CONSTRUCTION WORKER FUEL CONSUMPTION 17,337
It should be noted that Project construction vendor trips would represent a “single-event” diesel
fuel demand and would not require on-going or permanent commitment of diesel fuel resources
for this purpose.
4.3.6 CONSTRUCTION ENERGY EFFICIENCY/CONSERVATION MEASURES
Starting in 2014, CARB adopted the nation's first regulation aimed at cleaning up off-road
construction equipment such as bulldozers, graders, and backhoes. These requirements ensure
fleets gradually turnover the oldest and dirtiest equipment to newer, cleaner models and prevent
fleets from adding older, dirtier equipment. As such, the equipment used for Project construction
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would conform to CARB regulations and California emissions standards. It should also be noted
that there are no unusual Project characteristics or construction processes that would require
the use of equipment that would be more energy intensive than is used for comparable activities;
or equipment that would not conform to current emissions standards (and related fuel
efficiencies). Equipment employed in construction of the Project would therefore not result in
inefficient wasteful, or unnecessary consumption of fuel.
Construction contractors would be required to comply with applicable CARB regulation regarding
retrofitting, repowering, or replacement of diesel off-road construction equipment. Additionally,
CARB has adopted the Airborne Toxic Control Measure to limit heavy-duty diesel motor vehicle
idling in order to reduce public exposure to diesel particulate matter and other Toxic Air
Contaminants. Compliance with anti-idling and emissions regulations would result in a more
efficient use of construction-related energy and the minimization or elimination of wasteful or
unnecessary consumption of energy. Idling restrictions and the use of newer engines and
equipment would result in less fuel combustion and energy consumption.
Additional construction-source energy efficiencies would occur due to required California
regulations and best available control measures (BACM). For example, CCR Title 13, Motor
Vehicles, section 2449(d)(3) Idling, limits idling times of construction vehicles to no more than
five minutes, thereby precluding unnecessary and wasteful consumption of fuel due to
unproductive idling of construction equipment. Section 2449(d)(3) requires that grading plans
shall reference the requirement that a sign shall be posted on-site stating that construction
workers need to shut off engines at or before five minutes of idling.” In this manner, construction
equipment operators are required to be informed that engines are to be turned off at or prior to
five minutes of idling. Enforcement of idling limitations is realized through periodic site
inspections conducted by City building officials, and/or in response to citizen complaints.
A full analysis related to the energy needed to form construction materials is not included in this
analysis due to a lack of detailed Project-specific information on construction materials. At this
time, an analysis of the energy needed to create Project-related construction materials would be
extremely speculative and thus has not been prepared.
In general, the construction processes promote conservation and efficient use of energy by
reducing raw materials demands, with related reduction in energy demands associated with raw
materials extraction, transportation, processing, and refinement. Use of materials in bulk reduces
energy demands associated with preparation and transport of construction materials as well as
the transport and disposal of construction waste and solid waste in general, with corollary
reduced demands on area landfill capacities and energy consumed by waste transport and landfill
operations.
4.4 OPERATIONAL ENERGY DEMANDS
Energy consumption in support of or related to Project operations would include transportation
energy demands (energy consumed by passenger car and truck vehicles accessing the Project
site) and facilities energy demands (energy consumed by building operations and site
maintenance activities).
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4.4.1 TRANSPORTATION ENERGY DEMANDS
Energy that would be consumed by Project-generated traffic is a function of total VMT and
estimated vehicle fuel economies of vehicles accessing the Project site. The VMT per vehicle class
can be determined by evaluated in the vehicle fleet mix and the total VMT.
As with worker and vendors trips, operational vehicle fuel efficiencies were estimated using
information generated within EMFAC2017 developed by CARB (23). EMFAC2017 was run for the
San Bernardino South Coast sub-area for the 2022 and 2023 calendar years. Data from
EMFAC2017 is shown in Appendix 4.3.
As summarized on Table 4-9 the Project will result in 4,595,593 annual VMT and an estimated
annual fuel consumption of 304,208 gallons of fuel.
TABLE 4-9: TOTAL PROJECT-GENERATED TRAFFIC ANNUAL FUEL CONSUMPTION
Vehicle Type Annual VMT Average Vehicle Fuel Economy (mpg) Estimated Annual Fuel Consumption (gallons)
LDA 1,714,929 32.93 52,078
LDT1 177,990 27.61 6,448
LDT2 549,691 26.11 21,054
MDV 443,194 21.08 21,021
MCY 80,689 37.21 2,168
LHDT1 223,676 13.97 16,016
LHDT2 59,625 37.21 1,602
MHDT 318,815 10.45 30,500
HHDT 1,026,985 6.70 153,321
TOTAL (ALL VEHICLES) 4,595,593 304,208
4.4.2 TRANSPORTATION REFRIGERATION UNIT ENERGY DEMANDS
Energy would be consumed by truck and trailer mounted transportation refrigeration units
(TRUs) that visit the Project site. For modeling purposes, it was estimated that 204 two-way truck
trips have the potential to include TRUs. TRU fuel consumption was estimated using information
generated from EMFAC2017 for the San Bernardino South Coast sub-area. It is estimated that
the Project will result in an estimated annual fuel consumption of 98,636 gallons due to the use
of TRUs.
4.4.3 FACILITY ENERGY DEMANDS
Project building operations activities would result in the consumption of natural gas and
electricity. Natural gas would be supplied to the Project by SoCalGas; electricity would be
supplied to the Project by SCE. As previously stated, the analysis herein assumes compliance with
the 2019 Title 24 and CALGreen standards. Annual natural gas and electricity demands of the
Project are summarized in Table 4-10 and provided in Appendix 4.2.
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TABLE 4-10: PROJECT ANNUAL OPERATIONAL NATURAL GAS DEMAND SUMMARY
Land Use Natural Gas Demand (kBTU/year) Electricity Demand (kWh/year)
High-Cube Cold Storage 3,536,780 2,723,860
Unrefrigerated Warehouse 549,675 634,450
TOTAL PROJECT ENERGY DEMAND 4,086,455 3,358,310
kBTU – kilo-British Thermal Units
4.4.4 OPERATIONAL ENERGY EFFICIENCY/CONSERVATION MEASURES
Energy efficiency/energy conservation attributes of the Project would be complemented by
increasingly stringent state and federal regulatory actions addressing vehicle fuel economies and
vehicle emissions standards; and enhanced building/utilities energy efficiencies mandated under
California building codes (e.g., Title24, California Green Building Standards Code).
ENHANCED VEHICLE FUEL EFFICIENCIES
Project annual fuel consumption estimates presented previously in Table 4-9 represent likely
potential maximums that would occur for the Project. Under subsequent future conditions,
average fuel economies of vehicles accessing the Project site can be expected to improve as
older, less fuel-efficient vehicles are removed from circulation, and in response to fuel economy
and emissions standards imposed on newer vehicles entering the circulation system.
Enhanced fuel economies realized pursuant to federal and state regulatory actions, and related
transition of vehicles to alternative energy sources (e.g., electricity, natural gas, biofuels,
hydrogen cells) would likely decrease future gasoline fuel demands per VMT. Location of the
Project proximate to regional and local roadway systems tends to reduce VMT within the region,
acting to reduce regional vehicle energy demands.
The Property Owner/Developer would comply with the City‘s transportation demand
management ordinance (see Chapter 17.78 of the Development Code).
4.5 SUMMARY
4.5.1 CONSTRUCTION ENERGY DEMANDS
The estimated power cost of on-site electricity usage during the construction of the Project is
assumed to be approximately $23,478.03. Additionally, based on the assumed power cost, it is
estimated that the total electricity usage during construction, after full Project build-out, is
calculated to be approximately 187,240 kWh.
Construction equipment used by the Project would result in single event consumption of
approximately 60,275 gallons of diesel fuel. Construction equipment use of fuel would not be
atypical for the type of construction proposed because there are no aspects of the Project’s
proposed construction process that are unusual or energy-intensive, and Project construction
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equipment would conform to the applicable CARB emissions standards, acting to promote
equipment fuel efficiencies.
CCR Title 13, Title 13, Motor Vehicles, section 2449(d)(3) Idling, limits idling times of construction
vehicles to no more than 5 minutes, thereby precluding unnecessary and wasteful consumption
of fuel due to unproductive idling of construction equipment. BACMs inform construction
equipment operators of this requirement. Enforcement of idling limitations is realized through
periodic site inspections conducted by City building officials, and/or in response to citizen
complaints.
Construction worker trips for full construction of the Project would result in the estimated fuel
consumption of 28,296 gallons of fuel. Additionally, fuel consumption from construction vendor
trips (MHDTs and HHDTs) will total approximately 17,337 gallons. Diesel fuel would be supplied
by City and regional commercial vendors. Indirectly, construction energy efficiencies and energy
conservation would be achieved using bulk purchases, transport and use of construction
materials. The 2020 IEPR released by the CEC has shown that fuel efficiencies are getting better
within on and off-road vehicle engines due to more stringent government requirements (16). As
supported by the preceding discussions, Project construction energy consumption would not be
considered inefficient, wasteful, or otherwise unnecessary.
4.5.2 OPERATIONAL ENERGY DEMANDS
TRANSPORTATION ENERGY DEMANDS
Annual vehicular trips and related VMT generated by the operation of the Project would result in
a fuel demand of 304,208 gallons of fuel.
Fuel would be provided by current and future commercial vendors. Trip generation and VMT
generated by the Project are consistent with other industrial uses of similar scale and
configuration, as reflected respectively in the Institute of Transportation Engineers (ITE) Trip
Generation Manual (11th Ed., 2021); and CalEEMod. As such, Project operations would not result
in excessive and wasteful vehicle trips and VMT, nor excess and wasteful vehicle energy
consumption compared to other industrial uses.
It should be noted that the state strategy for the transportation sector for medium and heavy-
duty trucks is focused on making trucks more efficient and expediting truck turnover rather than
reducing VMT from trucks. This is in contrast to the passenger vehicle component of the
transportation sector where both per-capita VMT reductions and an increase in vehicle efficiency
are forecasted to be needed to achieve the overall state emissions reductions goals.
Heavy duty trucks involved in goods movements are generally controlled on the technology side
and through fleet turnover of older trucks and engines to newer and cleaner trucks and engines.
The first battery-electric heavy-heavy duty trucks are being tested this year and SCAQMD is
looking to integrate this new technology into large-scale truck operations. The following state
strategies reduce GHG emissions from the medium and heavy-duty trucks:
• CARB’s Mobile Source Strategy focuses on reducing GHGs through the transition to zero and low
emission vehicles and from medium-duty and heavy-duty trucks.
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• CARB’s Sustainable Freight Action Plan establishes a goal to improve freight efficiency by 25
percent by 2030, deploy over 100,000 freight vehicles and equipment capable of zero emission
operation and maximize both zero and near-zero emission freight vehicles and equipment
powered by renewable energy by 2030.
• CARB’s Emissions Reduction Plan for Ports and Goods Movement (Goods Movement Plan) in
California focuses on reducing heavy-duty truck-related emissions focus on establishment of
emissions standards for trucks, fleet turnover, truck retrofits, and restriction on truck idling (CARB
2006). While the focus of Goods Movement Plan is to reduce criteria air pollutant and air toxic
emissions, the strategies to reduce these pollutants would also generally have a beneficial effect
in reducing GHG emissions.
• CARB’s On-Road Truck and Bus Regulation (2010) requires diesel trucks and buses that operate in
California to be upgraded to reduce emissions. Newer heavier trucks and buses must meet
particulate matter filter requirements beginning January 1, 2012. Lighter and older heavier trucks
must be replaced starting January 1, 2015. By January 1, 2023, nearly all trucks and buses will
need to have 2010 model year engines or equivalent (28).
• CARB’s Heavy-Duty (Tractor-Trailer) GHG Regulation requires SmartWay tractor trailers that
include idle-reduction technologies, aerodynamic technologies, and low-rolling resistant tires that
would reduce fuel consumption and associated GHG emissions.
The proposed Project would implement project design features that would facilitate the
accessibility, parking, and loading of trucks on site.
Enhanced fuel economies realized pursuant to federal and state regulatory actions, and related
transition of vehicles to alternative energy sources (e.g., electricity, natural gas, biofuels,
hydrogen cells) would likely decrease future gasoline fuel demands per VMT. Location of the
Project proximate to regional and local roadway systems tends to reduce VMT within the region,
acting to reduce regional vehicle energy demands. The Project would implement sidewalks,
facilitating and encouraging pedestrian access. Facilitating pedestrian and bicycle access would
reduce VMT and associated energy consumption. In compliance with the California Green
Building Standards Code and City requirements, the Project would promote the use of bicycles
as an alternative mean of transportation by providing short-term and/or long-term bicycle
parking accommodations. As supported by the preceding discussions, Project transportation
energy consumption would not be considered inefficient, wasteful, or otherwise unnecessary.
FACILITY ENERGY DEMANDS
Project facility operational energy demands are estimated at: 4,086,455 kBTU/year of natural
gas; and 3,358,310 kWh/year of electricity. Natural gas would be supplied to the Project by
SoCalGas; electricity would be supplied by SCE. The Project proposes conventional industrial uses
reflecting contemporary energy efficient/energy conserving designs and operational programs.
The Project does not propose uses that are inherently energy intensive and the energy demands
in total would be comparable to other industrial uses of similar scale and configuration.
Lastly, the Project will comply with the applicable Title 24 standards. Compliance itself with
applicable Title 24 standards will ensure that the Project energy demands would not be
inefficient, wasteful, or otherwise unnecessary.
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5 CONCLUSIONS
5.1 ENERGY IMPACT 1
Result in potentially significant environmental impact due to wasteful, inefficient, or
unnecessary consumption of energy resources, during project construction or operation.
As supported by the preceding analyses, Project construction and operations would not result in
the inefficient, wasteful, or unnecessary consumption of energy. The Project would therefore not
cause or result in the need for additional energy producing or transmission facilities. The Project
would not engage in wasteful or inefficient uses of energy and aims to achieve energy
conservations goals within the State of California.
5.2 ENERGY IMPACT 2
Conflict with or obstruct a state or local plan for renewable energy or energy efficiency.
The Project’s consistency with the applicable state and local plans is discussed below.
CONSISTENCY WITH ISTEA
Transportation and access to the Project site is provided by the local and regional roadway
systems. The Project would not interfere with, nor otherwise obstruct intermodal transportation
plans or projects that may be realized pursuant to the ISTEA because SCAG is not planning for
intermodal facilities on or through the Project site.
CONSISTENCY WITH TEA-21
The Project site is located along major transportation corridors with proximate access to the
Interstate freeway system. The site selected for the Project facilitates access, acts to reduce
vehicle miles traveled, takes advantage of existing infrastructure systems, and promotes land use
compatibilities through collocation of similar uses. The Project supports the strong planning
processes emphasized under TEA-21. The Project is therefore consistent with, and would not
otherwise interfere with, nor obstruct implementation of TEA-21.
CONSISTENCY WITH IEPR
Electricity would be provided to the Project by SCE. SCE’s Clean Power and Electrification Pathway
(CPEP) white paper builds on existing state programs and policies. As such, the Project is
consistent with, and would not otherwise interfere with, nor obstruct implementation the goals
presented in the 2020 IEPR.
Additionally, the Project will comply with the applicable Title 24 standards which would ensure
that the Project energy demands would not be inefficient, wasteful, or otherwise unnecessary.
As such, development of the proposed Project would support the goals presented in the 2020
IEPR.
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CONSISTENCY WITH STATE OF CALIFORNIA ENERGY PLAN
The Project site is located along major transportation corridors with proximate access to the
Interstate freeway system. The site selected for the Project facilitates access and takes advantage
of existing infrastructure systems. The Project therefore supports urban design and planning
processes identified under the State of California Energy Plan, is consistent with, and would not
otherwise interfere with, nor obstruct implementation of the State of California Energy Plan.
CONSISTENCY WITH CALIFORNIA CODE TITLE 24, PART 6, ENERGY EFFICIENCY STANDARDS
The 2019 version of Title 24 was adopted by the CEC and became effective on January 1, 2020. It
should be noted that the analysis herein assumes compliance with the 2019 Title 24 Standards.
It should be noted that the CEC anticipates that nonresidential buildings will use approximately
30% less energy compared to the prior code (17). The proposed Project would be subject to Title
24 standards.
CONSISTENCY WITH CALIFORNIA CODE TITLE 24, PART 11, CALGREEN
As previously stated, CCR, Title 24, Part 11: CALGreen is a comprehensive and uniform regulatory
code for all residential, commercial, and school buildings that went in effect on January 1, 2009,
and is administered by the California Building Standards Commission. CALGreen is updated on a
regular basis, with the most recent approved update consisting of the 2019 California Green
Building Code Standards that became effective January 1, 2020. The proposed Project would be
subject to CALGreen standards.
CONSISTENCY WITH AB 1493
AB 1493 is not applicable to the Project as it is a statewide measure establishing vehicle emissions
standards. No feature of the Project would interfere with implementation of the requirements
under AB 1493.
CONSISTENCY WITH RPS
California’s RPS is not applicable to the Project as it is a statewide measure that establishes a
renewable energy mix. No feature of the Project would interfere with implementation of the
requirements under RPS.
CONSISTENCY WITH SB 350
The proposed Project would use energy from SCE, which have committed to diversify their
portfolio of energy sources by increasing energy from wind and solar sources. No feature of the
Project would interfere with implementation of SB 350. Additionally, the Project would be
designed and constructed to implement the energy efficiency measures for new industrial
developments and would include several measures designed to reduce energy consumption.
As shown above, the Project would not conflict with any of the state or local plans. As such, a less
than significant impact is expected.
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6 REFERENCES
1. Association of Environmental Professionals. 2020 CEQA California Environmental Quality Act. 2020.
2. Urban Crossroads, Inc. Birtcher Logistics Center Vehicle Miles Traveled Screening Evaluation. 2021.
3. Administration, U.S. Energy Information. California State Profile and Energy Estimates. [Online]
https://www.eia.gov/state/data.php?sid=CA#ConsumptionExpenditures.
4. California Energy Commission. Transportation Energy Demand Forecast 2018-2030. 2018.
5. Alternate Fuels Data Center. U.S. Department of Energy. [Online] https://afdc.energy.gov/states/ca.
6. U.S. Energy Information Administration. California Energy Consumption by End-Use Sector. California
State Profile and Energy Estimates. [Online] https://www.eia.gov/state/?sid=CA#tabs-2.
7. California Energy Commission. 2020 Total System Electric Generation. CA.gov. [Online]
https://www.energy.ca.gov/data-reports/energy-almanac/california-electricity-data/2020-total-
system-electric-generation.
8. U.S. Energy Information Administration. California State Profile and Energy Estimates . [Online]
https://www.eia.gov/state/?sid=CA.
9. California Energy Commission. 2013 Integrated Energy Policy Report. [Online] 2013.
http://www.energy.ca.gov/2013publications/CEC-100-2013-001/CEC-100-2013-001-CMF.pdf.
10. —. California Energy Almanac. Utility Energy Supply Plans from 2013. [Online]
https://www.energy.ca.gov/almanac/electricity_data/s-2_supply_forms_2013/.
11. California ISO. Understanding the ISO. [Online]
http://www.caiso.com/about/Pages/OurBusiness/UnderstandingtheISO/default.aspx.
12. Southern Californai Edison. 2019 Power Content Label. Southern California Edison. [Online]
https://www.sce.com/sites/default/files/inline-files/SCE_2019PowerContentLabel.pdf.
13. California Public Utilities Commission. Natural Gas and California. [Online]
http://www.cpuc.ca.gov/general.aspx?id=4802.
14. Department of Motor Vehicles. State of California Department of Motor Vehicles Statistics For
Publication January Through December 2020. 2020.
15. U.S. Energy Information Administration. California Analysis. Energy Information Administration.
[Online] https://www.eia.gov/beta/states/states/ca/analysis.
16. California Energy Commission Staff. 2020 Integrated Energy Policy Report Update. [Online] 2020.
file:///C:/Users/atamase/Downloads/TN237269_20210323T095732_Final%202020%20Integrated
%20%20Energy%20Policy%20Report%20%20Update%20Volume%20III%20California%20E%20(1).p
df.
17. The California Energy Commission. 2019 Building Energy Efficiency Standards . California Energy
Commission. [Online] 2018.
https://www.energy.ca.gov/title24/2019standards/documents/2018_Title_24_2019_Building_Sta
ndards_FAQ.pdf.
18. California Energy Commission. Renewables Portfolio Standard (RPS). [Online] 2002.
http://www.energy.ca.gov/portfolio/.
19. State of California. California Environmental Quality Act Guideline, California Public Resources Code,
Title 14, Division 6, Chapter 3,.
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20. Association of Environmental Professionals. 2019 CEQA California Environmental Quality Act. 2019.
21. Urban Crossroads, Inc. Birtcher Logistics Center Air Quality Impact Analysis. 2021.
22. California Air Pollution Control Officers Association (CAPCOA). California Emissions Estimator Model
(CalEEMod). [Online] September 2016. www.caleemod.com.
23. California Department of Transportation. EMFAC Software. [Online]
http://www.dot.ca.gov/hq/env/air/pages/emfac.htm.
24. State of California. 2019 CEQA California Environmental Quality Act. 2019.
25. Pray, Richard. 2021 National Construction Estimator. Carlsbad : Craftsman Book Company, 2021.
26. Southern California Edison. Schedule GS-1 General Service. Regulatory Information - Rates Pricing.
[Online] https://library.sce.com/content/dam/sce-
doclib/public/regulatory/tariff/electric/schedules/general-service-&-industrial-
rates/ELECTRIC_SCHEDULES_GS-1.pdf.
27. California Air Resources Board. Methods to Find the Cost-Effectiveness of Funding Air Quality
Projects For Evaluating Motor Vehicle Registration Fee Projects And Congestion Mitigation and Air
Quality Improvement (CMAQ) Projects, Emission Factor Tables. 2018.
28. —. Truck and Bus Regulation. [Online] https://ww2.arb.ca.gov/our-work/programs/truck-and-bus-
regulation.
29. City of Rialto. City of Rialto General Plan. 2010.
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7 CERTIFICATIONS
The contents of this energy analysis report represent an accurate depiction of the environmental
impacts associated with the proposed Birtcher Logistics Center. The information contained in
this energy analysis report is based on the best available data at the time of preparation. If you
have any questions, please contact me directly at hqureshi@urbanxroads.com.
Haseeb Qureshi
Associate Principal
Urban Crossroads, Inc.
hqureshi@urbanxroads.com
EDUCATION
Master of Science in Environmental Studies
California State University, Fullerton • May 2010
Bachelor of Arts in Environmental Analysis and Design
University of California, Irvine • June 2006
PROFESSIONAL AFFILIATIONS
AEP – Association of Environmental Planners
AWMA – Air and Waste Management Association
ASTM – American Society for Testing and Materials
PROFESSIONAL CERTIFICATIONS
Planned Communities and Urban Infill – Urban Land Institute • June 2011
Indoor Air Quality and Industrial Hygiene – EMSL Analytical • April 2008
Principles of Ambient Air Monitoring – California Air Resources Board • August 2007
AB2588 Regulatory Standards – Trinity Consultants • November 2006
Air Dispersion Modeling – Lakes Environmental • June 2006
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APPENDIX 4.1:
CALEEMOD CONSTRUCTION EMISSIONS MODEL OUTPUTS
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APPENDIX 4.2:
CALEEMOD OPERATIONAL EMISSIONS MODEL OUTPUTS
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APPENDIX 4.3:
EMFAC2017
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