HomeMy WebLinkAboutAppendix A Air Quality, Greenhouse Gas, and Energy Impact ReportFebruary 2023
AIR QUALITY, GREENH OUSE GAS, AND ENERGY
IMPACT REPORT
CHASE ROAD RESIDENTIAL DEVELOPMENT PROJECT
CITY OF FONTANA, CALIFORNIA
February 2023
AIR QUALITY, GREENH OUSE GAS, AND ENERGY
IMPACT REPORT
CHASE ROAD RESIDENTIAL DEVELOPMENT PROJECT
CITY OF FONTANA, CALIFORNIA
Submitted to:
EPD Solutions, Inc.
2355 Main Street, Suite 100
Irvine, California 92614
Prepared by:
LSA
20 Executive Park, Suite 200
Irvine, California 92614
(949) 553-0666
Project No. ESL2201.54
AIR QUALITY, GREENHOUSE GAS, AND ENERGY IMPACT REPORT FEBRUARY 2023 CHASE ROAD RESIDENTIAL DEVELOPMENT PROJECT CITY OF FONTANA. CALIFORNIA
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TABLE OF CONTENTS
TABLE OF CONTENTS ............................................................................................................................... i
FIGURES AND TABLES ............................................................................................................................ iv
LIST OF ABBREVIATIONS AND ACRONYMS ............................................................................................. v
INTRODUCTION ........................................................................................................... 1
Project Location and Description .................................................................................................. 1
Existing Land Uses in the Project Area .......................................................................................... 4
BACKGROUND ............................................................................................................. 5
Air Pollutants and Health Effects................................................................................................... 5
Ozone ..................................................................................................................................................6
Carbon Monoxide ...............................................................................................................................6
Particulate Matter ..............................................................................................................................6
Nitrogen Dioxide .................................................................................................................................6
Sulfur Dioxide ......................................................................................................................................6
Lead ....................................................................................................................................................7
Volatile Organic Compounds ..............................................................................................................7
Toxic Air Contaminants .......................................................................................................................7
Energy .......................................................................................................................................... 11
Electricity ..........................................................................................................................................11
Natural Gas .......................................................................................................................................11
Fuel ...................................................................................................................................................12
Greenhouse Gases and Global Climate Change .......................................................................... 13
Carbon Dioxide .................................................................................................................................14
Methane ...........................................................................................................................................15
Nitrous Oxide ....................................................................................................................................15
Hydrofluorocarbons, Perfluorocarbons, and Sulfur Hexafluoride ....................................................15
Black Carbon .....................................................................................................................................15
Effects of Global Climate Change......................................................................................................16
REGULATORY SETTING ............................................................................................... 18
Air Quality Regulations ................................................................................................................ 18
Federal Regulations ..........................................................................................................................18
State Regulations ..............................................................................................................................18
Regional Regulations ........................................................................................................................19
Local Regulations ..............................................................................................................................22
Energy Regulatory Setting ........................................................................................................... 23
Federal Regulations ..........................................................................................................................23
State Regulations ..............................................................................................................................24
Regional Regulations ........................................................................................................................26
Local Regulations ..............................................................................................................................26 Global Climate Change Regulatory Setting ................................................................................. 27
Federal Regulations ..........................................................................................................................27
State Regulations ..............................................................................................................................27
Regional Regulations ........................................................................................................................36
Local Regulations ..............................................................................................................................37
SETTING .................................................................................................................... 38
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Attainment Status ....................................................................................................................... 38
Existing Climate and Air Quality .................................................................................................. 38
Air Quality Monitoring Results .................................................................................................... 40
Greenhouse Gas Emissions Inventory ......................................................................................... 40
Global Emissions ...............................................................................................................................40
United States Emissions ....................................................................................................................42
State of California Emissions .............................................................................................................42
City of Fontana Emissions .................................................................................................................42
METHODOLOGY ........................................................................................................ 44
Construction Emissions ............................................................................................................... 44
Operational Emissions ................................................................................................................. 44
Energy Use ................................................................................................................................... 44
Greenhouse Gas Analysis ............................................................................................................ 45
THRESHOLDS OF SIGNIFICANCE ................................................................................. 46
Criteria Pollutant Thresholds ....................................................................................................... 46
Localized Impacts Analysis .......................................................................................................... 47
Local Microscale Concentration Standards ................................................................................. 48
Global Climate Change ................................................................................................................ 48
IMPACTS ANALYSIS .................................................................................................... 50
Air Quality Impacts ...................................................................................................................... 50
Consistency with Applicable Air Quality Plans ..................................................................................50
Criteria Pollutant Analysis .................................................................................................................51
Health Risk on Nearby Sensitive Receptors ......................................................................................56
Odors ................................................................................................................................................56
Energy Impacts ............................................................................................................................ 56
Energy Consumption .........................................................................................................................56
Conflict with Renewable Energy or Energy Efficiency Plans .............................................................59
Greenhouse Gas Impacts ............................................................................................................ 59
Generation of Greenhouse Gas Emissions ........................................................................................60
Consistency with Greenhouse Gas Emissions Reduction Plans ........................................................61
CONCLUSIONS ........................................................................................................... 68
APPENDICES
A: CALEEMOD OUTPUT SHEETS
B: DETAILED ENERGY CALCULATIONS
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FIGURES AND TABLES
FIGURES
Figure 1: Regional Project Location ........................................................................................................ 2
Figure 2: Site Plan ................................................................................................................................... 3
TABLES
Table A: Sources and Health Effects of Air Pollutants ............................................................................ 8
Table B: Federal and State Ambient Air Quality Standards .................................................................... 9
Table C: Global Warming Potential of Greenhouse Gases ................................................................... 14
Table D: Potential Impacts of Global Warming and Expected Consequences for California ............... 17
Table E: Senate Bill 375 Regional Greenhouse Gas Emissions Reduction Targets ............................... 31
Table F: Attainment Status of Criteria Pollutants in the South Coast Air Basin ................................... 38
Table G: Ambient Air Quality at Nearby Monitoring Stations .............................................................. 41
Table H: Emission Reductions by Sector for San Bernardino ............................................................... 43
Table I: Regional Thresholds for Construction and Operational Emissions ......................................... 47
Table J: South Coast Air Quality Management District Localized Significance Thresholds .................. 48
Table K: Tentative Project Construction Schedule ............................................................................... 52
Table L: Diesel Construction Equipment Utilized by Construction Phase ............................................ 52
Table M: Project Construction Emissions (lbs/day) .............................................................................. 53
Table N: Project Operational Emissions ............................................................................................... 54
Table O: Project Localized Construction Emissions (lbs/day) ............................................................... 55
Table P: Project Localized Operational Emissions (lbs/day) ................................................................. 55
Table Q: Proposed Project Energy Consumption Estimates During Construction ............................... 57
Table R: Proposed Project Energy Consumption Estimates During Operation .................................... 58
Table S: Greenhouse Gas Emissions (MT/yr) ........................................................................................ 61
Table T: Project Consistency with City of Fontana GHG Reduction Measures .................................... 62
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LIST OF ABBREVIATIONS AND ACRONYMS
°C degrees Celsius
°F degrees Fahrenheit
µg/m3 micrograms per cubic meter
AAQS ambient air quality standards
AB Assembly Bill
APN Assessor’s Parcel Number
AQMP
Basin
Air Quality Management Plan
South Coast Air Basin
BAU business-as-usual
BTU British thermal units
CAA Clean Air Act
CAAQS California Ambient Air Quality Standards
CAFE Corporate Average Fuel Economy
CalEEMod California Emissions Estimator Model
CalEPA California Environmental Protection Agency
CALGreen California Green Building Standards Code
CalRecycle California Department of Resources Recycling and
Recovery
CAP Climate Action Plan
CARB California Air Resources Board
CAT Climate Action Team
CBC California Building Code
CBSC California Building Standards Commission
CCAA California Clean Air Act
CCR California Code of Regulations
CEC California Energy Commission
CEQA California Environmental Quality Act
CH4 methane
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City City of Fontana
CO carbon monoxide
CO2 carbon dioxide
CO2e carbon dioxide equivalent
County County of San Bernardino
CPUC California Public Utilities Commission
DPM diesel particulate matter
EIA Energy Information Administration
EIR Environmental Impact Report
EMFAC California Emissions Factor Model
EO
EV
Executive Order
electric vehicle
GCC global climate change
GHG greenhouse gas
GWh gigawatt-hour
GWP global warming potential
H2S hydrogen sulfide
HFCs hydrofluorocarbons
IPCC Intergovernmental Panel on Climate Change
kWh kilowatt-hour
lbs/day pounds per day
LCFS Low Carbon Fuel Standard
mg/m3 milligrams per cubic meter
MMT million metric tons
MMT CO2e million metric tons of carbon dioxide equivalent
mpg miles per gallon
mph miles per hour
MPO Metropolitan Planning Organization
MT metric tons
MT CO2e metric tons of carbon dioxide equivalent
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MT CO2e/yr
MW
N2O
metric tons of carbon dioxide equivalent per year
megawatt
nitrous oxide
NAAQS National Ambient Air Quality Standards
NHTSA National Highway Traffic Safety Administration
NO nitric oxide
NO2 nitrogen dioxide
NOX nitrogen oxides
O3 ozone (or smog)
OPR Governor’s Office of Planning and Research
PFCs perfluorocarbons
PM particulate matter
PM2.5 particulate matter less than 2.5 microns in size
PM10 particulate matter less than 10 microns in size
ppb parts per billion
ppm parts per million
PRC Public Resources Code
project Chase Road Residential Development Project
PV photovoltaic
RCP Regional Comprehensive Plan
ROCs reactive organic compounds
ROGs reactive organic gases
RPS Renewables Portfolio Standard
RTIP Regional Transportation Improvement Program
RTP Regional Transportation Plan
RTP/SCS Regional Transportation Plan/Sustainable Communities
Strategy
SB Senate Bill
SBCOG San Bernardino Council of Governments
SBCTA San Bernardino County Transportation Authority
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SCAG Southern California Association of Governments
SCE Southern California Edison
SCS Sustainable Communities Strategy
SF6 sulfur hexafluoride
SO2 sulfur dioxide
SOX sulfur oxides
SoCalGas Southern California Gas Company
sq ft
sq mi
square foot/feet
square mile
SRA Source Receptor Area
TAC toxic air contaminant
UNFCCC United Nations Framework Convention on Climate Change
USDOT United States Department of Transportation
USEPA United States Environmental Protection Agency
VMT vehicle miles traveled
VOCs volatile organic compounds
ZEV zero-emission vehicle
ZNE zero net energy
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INTRODUCTION
This Air Quality, Greenhouse Gas (GHG), and Energy Impact Report has been prepared to evaluate
the potential air quality and GHG emissions impacts associated with the Chase Road Residential
Development Project (project) in the City of Fontana (City), County of San Bernardino (County),
California. This report follows the guidelines identified by the South Coast Air Quality Management
District (SCAQMD) in its California Environmental Quality Act (CEQA) Air Quality Handbook,1 and
associated updates. In keeping with these guidelines, this analysis describes existing air quality,
including air quality and GHG emissions generated from project-related sources, regional air
pollution, and global climate change. In addition, this analysis discusses energy use resulting from
implementation of the proposed project and evaluates whether the proposed project would result
in the wasteful, inefficient, or unnecessary consumption of energy resources or conflict with any
applicable plans for renewable energy and energy efficiency.
PROJECT LOCATION AND DESCRIPTION
The 6.84-acre project site is located at 15912 Chase Road (Assessor’s Parcel Numbers [APNs] 0228-
151-17-0-000, 0228-151-18-0-000, and 0228-151-19-0-000), in Fontana, San Bernardino County,
California. The project site is currently undeveloped and will be accessible via Chase Road and
Cascade Drive. See Figure 1, Regional Project Location, and Figure 2, Site Plan, below.
The proposed project would include the construction of 48 residential units and associated
improvements such as landscape, private yards, and recreational areas. The project would provide
approximately 780 square feet (sq ft) of front private yard and 1,900 sq ft of rear private yard for a
total of 2,680 sq ft of private yard per unit. In addition, the proposed project would include
approximately 26,364 sq ft of common recreational space consisting of a recreation area with a pool
and patio located in the southern portion of the site and a park with picnic tables, barbeque grills, a
pet area, and trash receptables. The proposed project would install approximately 136,484 sq ft of
new drought tolerant low water use ornamental landscaping throughout the site. The proposed
project would not include natural gas, and no natural gas demand is anticipated during construction
or operation of the project. Residential units would include photovoltaic (PV) solar panels on the
rooftop of each unit.
The project would also construct a 40-foot private road to connect the existing east and west sides
of Cascade Road. Internal access would be via 26-foot-wide drive aisles. All on-site streets would
contain sidewalks along both sides. The proposed project would include a total of 123 parking
spaces, two covered parking spaces per unit (96 total) and an additional 27 uncovered parking
spaces. Based on trip rates from the Institute of Transportation Engineers 11th Edition2 for Single-
Family Detached Housing (land use code 201), the proposed project would generate approximately
453 average daily trips.
1 South Coast Air Quality Management District (SCAQMD). 1993. CEQA Air Quality Handbook. Website:
http://www.aqmd.gov/home/rules-compliance/ceqa/air-quality-analysis-handbook/ceqa-air-quality-handbook-(1993) (accessed February 2023).
2 2021. Institute of Transportation Engineers, Trip Generation 11th Edition. September.
SOURCE: Bing Maps (2021)
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FIGURE 1
Chase Road Residential Development Project
Regional Project Location
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FIGURE 2
Site Plan
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Chase Road Residential Development Project
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The project would be constructed in four phases, with construction beginning to the south and
progressing to the north. Construction is anticipated to last approximately 22 months, beginning in
September 2023 and ending in July 2025. Construction activities include excavation, grading, and re-
compaction of soils, utility and infrastructure installation, building construction, roadway pavement,
and architectural coatings. Based on the preliminary grading plans, the project would require 63,459
cubic yards of soil export and 66,484 cubic yards of soil import, for a net import of 3,385 cubic yards
of soil.
EXISTING LAND USES IN THE PROJECT AREA
For the purposes of this analysis, sensitive receptors are areas of the population that have an
increased sensitivity to air pollution or environmental contaminants. Sensitive receptor locations
include residences, schools, daycare centers, hospitals, parks, and similar uses that are sensitive to
air quality. Impacts on sensitive receptors are of particular concern because those receptors are the
population most vulnerable to the effects of air pollution.3 The project site is surrounded by single-
family homes. The closest sensitive receptors to the project site include single-family homes located
immediately adjacent from the project site boundary at approximately less than 10 feet.
3 SCAQMD. 1993. CEQA Air Quality Handbook (currently being revised). Website: http://www.aqmd.gov/
home/rules-compliance/ceqa/air-quality-analysis-handbook/ceqa-air-quality-handbook-(1993) (accessed
February 2023).
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BACKGROUND
This section provides current background information on air pollutants and GHG emissions and their
health effects. It also provides current regulatory background information, including information
from the California Air Resources Board’s (CARB) Air Quality and Land Use Handbook4 (CARB
Handbook), a description of the general health risks of toxics, and the significance criteria for project
evaluation. In addition, this section provides background information on energy usage in the project
area and provides regulatory background information, including federal, State, and local energy
regulations.
AIR POLLUTANTS AND HEALTH EFFECTS
Both State and federal governments have established health-based ambient air quality standards
(California Ambient Air Quality Standards [CAAQS] and National Ambient Air Quality Standards
[NAAQS], respectively) for six criteria air pollutants:5 carbon monoxide (CO), ozone (O3), nitrogen
dioxide (NO2), sulfur dioxide (SO2), lead (Pb), and suspended particulate matter (PM). In addition,
the State has set standards for sulfates, hydrogen sulfide, vinyl chloride, and visibility-reducing
particles. These standards are designed to protect the health and welfare of the populace with a
reasonable margin of safety. Long-term exposure to elevated levels of criteria pollutants may result
in adverse health effects. However, emission thresholds established by an air district are used to
manage total regional emissions within an air basin based on the air basin’s attainment status for
criteria pollutants. These emission thresholds were established for individual projects that would
contribute to regional emissions and pollutant concentrations and could adversely affect or delay
the projected attainment target year for certain criteria pollutants.
Because of the conservative nature of the thresholds and the basin-wide context of individual
project emissions, there is no known direct correlation between a single project and localized air
quality-related health effects. One individual project that generates emissions exceeding a threshold
does not necessarily result in adverse health effects for residents in the project vicinity. This
condition is especially true when the criteria pollutants exceeding thresholds are those with regional
effects, such as ozone precursors like nitrogen oxides (NOX) and volatile organic compounds (VOCs).
Occupants of facilities such as schools, daycare centers, parks and playgrounds, hospitals, and
nursing and convalescent homes are considered to be more sensitive than the general public to air
pollutants because these population groups have increased susceptibility to respiratory disease.
Persons engaged in strenuous outdoor work or exercise also have increased sensitivity to poor air
quality. Residential areas are considered more sensitive to air quality conditions, compared to
commercial and industrial areas, because people generally spend longer periods of time at their
residences, with greater associated exposure to ambient air quality conditions. Recreational uses
4 California Air Resources Board (CARB). 2005. Air Quality and Land Use Handbook: A Community Health
Perspective. April.
5 Criteria pollutants are defined as those pollutants for which the federal and State governments have
established ambient air quality standards, or criteria, for outdoor concentrations in order to protect public
health.
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are also considered sensitive compared to commercial and industrial uses due to greater exposure
to ambient air quality conditions associated with exercise.
Ozone
Rather than being directly emitted, ozone (O3 or smog) is formed by photochemical reactions
between NOX and VOCs. Ozone is a pungent, colorless gas. Elevated ozone concentrations result in
reduced lung function, particularly during vigorous physical activity. This health problem is
particularly acute in sensitive receptors such as the sick, elderly, and young children. Ozone levels
peak during the summer and early fall months.
Carbon Monoxide
Carbon monoxide (CO) is formed by the incomplete combustion of fossil fuels, almost entirely from
automobiles. It is a colorless, odorless gas that can cause dizziness, fatigue, and impairments to
central nervous system functions. CO passes through the lungs into the bloodstream, where it
interferes with the transfer of oxygen to body tissues.
Particulate Matter
Particulate matter (PM) is the term used for a mixture of solid particles and liquid droplets found in
the air. Coarse particles are those that are 10 microns or less in diameter, or PM10. Fine, suspended
particulate matter with an aerodynamic diameter of 2.5 microns or less, or PM2.5, is not readily
filtered out by the lungs. Nitrates, sulfates, dust, and combustion particulates are major components
of PM10 and PM2.5. These small particles can be directly emitted into the atmosphere as byproducts
of fuel combustion; through abrasion, such as tire or brake lining wear; or through fugitive dust
(wind or mechanical erosion of soil). They can also be formed in the atmosphere through chemical
reactions. Particulates may transport carcinogens and other toxic compounds that adhere to the
particle surfaces and can enter the human body through the lungs.
Nitrogen Dioxide
Nitrogen dioxide (NO2) is a reddish brown gas that is a byproduct of combustion processes.
Automobiles and industrial operations are the main sources of NO2. Aside from its contribution to
ozone formation, NO2 also contributes to other pollution problems, including a high concentration
of fine particulate matter, poor visibility, and acid deposition. NO2 may be visible as a coloring
component on high pollution days, especially in conjunction with high ozone levels. NO2 decreases
lung function and may reduce resistance to infection.
Sulfur Dioxide
Sulfur dioxide (SO2) is a colorless, irritating gas formed primarily from incomplete combustion of
fuels containing sulfur. Industrial facilities also contribute to gaseous SO2 levels in the region. SO2
irritates the respiratory tract, can injure lung tissue when combined with fine particulate matter,
and reduces visibility and the level of sunlight.
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Lead
Leaded gasoline (phased out in the United States beginning in 1973), paint (on older houses and
cars), smelters (metal refineries), and the manufacture of lead storage batteries have been the
primary sources of lead (Pb) released into the atmosphere. Lead has multiple adverse neurotoxic
health effects, and children are at special risk. Some lead-containing chemicals cause cancer in
animals. Lead levels in the air have decreased substantially since leaded gasoline was eliminated.
Ambient lead concentrations are only monitored on an as-warranted, site-specific basis in California.
On October 15, 2008, the United States Environmental Protection Agency (USEPA) strengthened the
NAAQS for lead by lowering it from 1.5 to 0.15 micrograms per cubic meter (µg/m3). The USEPA
revised the monitoring requirements for lead in December 2010. These requirements focus on
airports and large urban areas, resulting in an increase in 76 monitors nationally.
Volatile Organic Compounds
VOCs (also known as reactive organic gases [ROGs] and reactive organic compounds [ROCs]) are
formed from the combustion of fuels and the evaporation of organic solvents. VOCs are not defined
as criteria pollutants, however, because VOCs accumulate in the atmosphere more quickly during
the winter, when sunlight is limited and photochemical reactions are slower, they are a prime
component of the photochemical smog reaction. There are no attainment designations for VOCs.
Toxic Air Contaminants
In addition to the criteria pollutants discussed above, toxic air contaminants (TACs) are another
group of pollutants of concern. TACs are injurious in small quantities and are regulated by the USEPA
and the CARB. Some examples of TACs include benzene, butadiene, formaldehyde, and hydrogen
sulfide. The identification, regulation, and monitoring of TACs is relatively recent compared to that
for criteria pollutants.
TACs do not have ambient air quality standards (AAQS), but are regulated by the USEPA, CARB, and
the SCAQMD. In 1998, the CARB identified particulate matter from diesel-fueled engines as a TAC.
The CARB has completed a risk management process that identified potential cancer risks for a
range of activities using diesel-fueled engines.6 High-volume freeways, stationary diesel engines,
and facilities attracting heavy and constant diesel vehicle traffic (e.g., distribution centers and truck
stops) were identified as posing the highest risk to adjacent receptors. Other facilities associated
with increased risk include warehouse distribution centers, large retail or industrial facilities, high-
volume transit centers, and schools with a high volume of bus traffic. Health risks from TACs are a
function of both concentration and duration of exposure.
Unlike TACs emitted from industrial and other stationary sources noted above, most diesel
particulate matter (DPM) is emitted from mobile sources—primarily “off-road” sources such as
construction and mining equipment, agricultural equipment, and truck-mounted refrigeration units,
as well as “on-road” sources such as trucks and buses traveling on freeways and local roadways.
6 CARB. 2000. Stationary Source Division and Mobile Source Control Division. Risk Reduction Plan to Reduce
Particulate Matter Emissions from Diesel-Fueled Engines and Vehicles. October.
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Although not specifically monitored, recent studies indicate that exposure to DPM may contribute
significantly to a cancer risk (a risk of approximately 500 to 700 in 1,000,000) that is greater than all
other measured TACs combined.7 The technology for reducing DPM emissions from heavy-duty trucks
is well established, and both State and federal agencies are moving aggressively to regulate engines
and emission control systems to reduce and remediate diesel emissions. The CARB anticipated that by
2020, average statewide DPM concentrations will decrease by 85 percent from levels in 2000 with full
implementation of the CARB’s Diesel Risk Reduction Plan,8 meaning that the statewide health risk
from DPM is expected to decrease from 540 cancer cases in 1,000,000 to 21.5 cancer cases in
1,000,000. The CARB 2000 Diesel Risk Reduction Plan is still the most recent version and has not been
updated.
Table A summarizes the sources and health effects of air pollutants discussed in this section. Table B
presents a summary of CAAQS and NAAQS.
Table A: Sources and Health Effects of Air Pollutants
Pollutants Sources Primary Effects
Carbon
Monoxide (CO)
Incomplete combustion of fuels and
other carbon-containing substances,
such as motor exhaust
Natural events, such as
decomposition of organic matter
Reduced tolerance for exercise
Impairment of mental function
Impairment of fetal development
Death at high levels of exposure
Aggravation of some heart diseases (angina)
Nitrogen
Dioxide (NO2)
Motor vehicle exhaust
High temperature stationary
combustion
Atmospheric reactions
Aggravation of respiratory illness
Reduced visibility
Reduced plant growth
Formation of acid rain
Ozone
(O3)
Atmospheric reaction of organic
gases with nitrogen oxides in
sunlight
Aggravation of respiratory and cardiovascular diseases
Irritation of eyes
Impairment of cardiopulmonary function
Plant leaf injury
Lead
(Pb)
Contaminated soil Impairment of blood functions and nerve construction
Behavioral and hearing problems in children
Suspended
Particulate
Matter
(PM2.5 and
PM10)
Stationary combustion of solid fuels
Construction activities
Industrial processes
Atmospheric chemical reactions
Reduced lung function
Aggravation of the effects of gaseous pollutants
Aggravation of respiratory and cardiorespiratory diseases
Increased cough and chest discomfort
Soiling
Reduced visibility
Sulfur Dioxide (SO2) Combustion of sulfur-containing fossil fuels
Smelting of sulfur-bearing metal ores Industrial processes
Aggravation of respiratory diseases (asthma, emphysema)
Reduced lung function
Irritation of eyes
Reduced visibility
Plant injury
Deterioration of metals, textiles, leather, finishes, coatings, etc.
Source: California Air Resources Board (2015).
7 CARB. 2000. Stationary Source Division and Mobile Source Control Division. Risk Reduction Plan to Reduce
Particulate Matter Emissions from Diesel-Fueled Engines and Vehicles. October.
8 Ibid.
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Table B: Federal and State Ambient Air Quality Standards
Pollutant
Averaging
Time
California Standardsa Federal Standardsb
Concentrationc Methodd Primaryc,e Secondaryc,f Methodg
Ozone
(O3)h
1-Hour 0.09 ppm
(180 μg/m3) Ultraviolet
Photometry
– Same as
Primary
Standard
Ultraviolet
Photometry 8-Hour 0.07 ppm
(137 μg/m3)
0.070 ppm
(137 μg/m3)
Respirable Particulate
Matter
(PM10)i
24-Hour 50 μg/m3
Gravimetric or Beta
Attenuation
150 μg/m3 Same as Primary
Standard
Inertial Separation and
Gravimetric
Analysis
Annual Arithmetic
Mean
20 μg/m3 –
Fine Particulate Matter
(PM2.5)i
24-Hour - 35 μg/m3 Same as Primary
Standard
Inertial Separation and Gravimetric
Analysis
Annual Arithmetic
Mean
12 μg/m3 Gravimetric or Beta Attenuation 12.0 μg/m3
Carbon Monoxide (CO)
8-Hour 9.0 ppm (10 mg/m3) Non-Dispersive Infrared Photometry
(NDIR)
9 ppm (10 mg/m3) – Non-Dispersive Infrared Photometry
(NDIR)
1-Hour 20 ppm (23 mg/m3) 35 ppm (40 mg/m3)
8-Hour (Lake Tahoe) 6 ppm (7 mg/m3) – –
Nitrogen Dioxide
(NO2)j
Annual Arithmetic
Mean
0.03 ppm
(57 μg/m3) Gas Phase Chemi-luminescence
53 ppb
(100 μg/m3)
Same as Primary
Standard Gas Phase Chemi-
luminescence 1-Hour 0.18 ppm
(339 μg/m3)
100 ppb
(188 μg/m3) -
Lead
(Pb)lime
30-Day
Average 1.5 μg/m3
Atomic
Absorption
– –
High-Volume Sampler and
Atomic
Absorption
Calendar
Quarter – 1.5 μg/m3
(for certain areas)l Same as
Primary
Standard Rolling 3-Month
Averagei
– 0.15 μg/m3
Sulfur
Dioxide
(SO2)k
24-Hour 0.04 ppm
(105 μg/m3)
Ultraviolet
Fluorescence
0.14 ppm
(for certain areas) –
Ultraviolet Fluorescence; Spectro-
photometry
(Pararosaniline Method)
3-Hour – – 0.5 ppm
(1300 μg/m3)
1-Hour 0.25 ppm
(655 μg/m3)
75 ppb
(196 μg/m3)k –
Annual
Arithmetic
Mean
– 0.030 ppm
(for certain areas)k –
Visibility-
Reducing Particlesl 8-Hour See footnote n
Beta Attenuation
and Transmittance through Filter Tape. No
Federal
Standards
Sulfates 24-Hour 25 μg/m3 Ion Chromatography
Hydrogen
Sulfide 1-Hour 0.03 ppm
(42 μg/m3)
Ultraviolet
Fluorescence
Vinyl Chloridej 24-Hour 0.01 ppm
(26 μg/m3) Gas Chromatography
Source: California Air Resources Board (2016) (Website: https://www.arb.ca.gov/research/aaqs/aaqs2.pdf).
Table notes are provided on the following page.
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a California standards for ozone, carbon monoxide (except 8-hour Lake Tahoe), sulfur dioxide (1- and 24-hour), nitrogen dioxide, and
particulate matter (PM10, PM2.5, and visibility reducing particles), are values that are not to be exceeded. All others are not to be equaled or exceeded. California ambient air quality standards are listed in the Table of Standards in Section 70200 of Title 17 of the California Code of Regulations.
b National standards (other than ozone, particulate matter, and those based on annual arithmetic mean) are not to be exceeded more
than once a year. The ozone standard is attained when the fourth highest 8-hour concentration measured at each site in a year, averaged over three years, is equal to or less than the standard. For PM10, the 24-hour standard is attained when the expected number of days per calendar year with a 24-hour average concentration above 150 μg/m3 is equal to or less than one. For PM2.5, the 24-hour
standard is attained when 98 percent of the daily concentrations, averaged over three years, are equal to or less than the standard.
Contact USEPA for further clarification and current national policies.
c Concentration expressed first in units in which it was promulgated. Equivalent units given in parentheses are based upon a reference temperature of 25°C and a reference pressure of 760 torr. Most measurements of air quality are to be corrected to a reference temperature of 25°C and a reference pressure of 760 torr; ppm in this table refers to ppm by volume, or micromoles of pollutant per
mole of gas.
d Any equivalent measurement method which can be shown to the satisfaction of the CARB to give equivalent results at or near the level of the air quality standard may be used.
e National Primary Standards: The levels of air quality necessary, with an adequate margin of safety to protect the public health.
f National Secondary Standards: The levels of air quality necessary to protect the public welfare from any known or anticipated adverse
effects of a pollutant.
g Reference method as described by the USEPA. An “equivalent method” of measurement may be used but must have a “consistent relationship to the reference method” and must be approved by the USEPA.
h On October 1, 2015, the national 8-hour ozone primary and secondary standards were lowered from 0.075 to 0.070 ppm.
I On December 14, 2012, the national annual PM2.5 primary standard was lowered from 15 μg/m3 to 12.0 μg/m3. The existing national 24- hour PM2.5 standards (primary and secondary) were retained at 35 μg/m3, as was the annual secondary standard of 15 μg/m3. The existing 24-hour PM10 standards (primary and secondary) of 150 μg/m3 also were retained. The form of the annual primary and
secondary standards is the annual mean, averaged over 3 years.
j To attain the 1-hour national standard, the 3-year average of the annual 98th percentile of the 1-hour daily maximum concentrations at each site must not exceed 100 ppb. Note that the national 1-hour standard is in units of parts per billion (ppb). California standards are in units of parts per million (ppm). To directly compare the national 1-hour standard to the California standards the units can be converted from ppb to ppm. In this case, the national standard of 100 ppb is identical to 0.100 ppm.
k On June 2, 2010, a new 1-hour SO2 standard was established, and the existing 24-hour and annual primary standards were revoked. To attain the 1-hour national standard, the 3-year average of the annual 99th percentile of the 1-hour daily maximum concentrations at each site must not exceed 75 ppb. The 1971 SO2 national standards (24-hour and annual) remain in effect until one year after an area is designated for the 2010 standard, except that in areas designated nonattainment for the 1971 standards, the 1971 standards remain in
effect until implementation plans to attain or maintain the 2010 standards are approved.
Note that the 1-hour national standard is in units of parts per billion (ppb). California standards are in units of parts per million (ppm). To directly compare the 1-hour national standard to the California standard the units can be converted to ppm. In this case, the national standard of 75 ppb is identical to 0.075 ppm.
l The CARB has identified lead and vinyl chloride as ‘toxic air contaminants’ with no threshold level of exposure for adverse health
effects determined. These actions allow for the implementation of control measures at levels below the ambient concentrations specified for these pollutants.
m The national standard for lead was revised on October 15, 2008, to a rolling 3-month average. The 1978 lead standard (1.5 μg/m3 as a quarterly average) remains in effect until one year after an area is designated for the 2008 standard, except that in areas designated
nonattainment for the 1978 standard, the 1978 standard remains in effect until implementation plans to attain or maintain the 2008 standard are approved.
n In 1989, the CARB converted both the general statewide 10-mile visibility standard and the Lake Tahoe 30-mile visibility standard to instrumental equivalents, which are “extinction of 0.23 per kilometer” and “extinction of 0.07 per kilometer” for the statewide and
Lake Tahoe Air Basin standards, respectively.
°C = degrees Celsius
µg/m3 = micrograms per cubic meter
CARB = California Air Resources Board mg/m3 = milligrams per cubic meter
ppb = parts per billion
ppm = parts per million
USEPA = United States Environmental Protection Agency
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ENERGY
Electricity
Electricity is a manmade resource. The production of electricity requires the consumption or
conversion of energy resources (including water, wind, oil, gas, coal, solar, geothermal, and nuclear
resources) into energy. Electricity is used for a variety of purposes (e.g., lighting, heating, cooling,
and refrigeration, and for operating appliances, computers, electronics, machinery, and public
transportation systems).
According to the most recent data available, in 2020, California’s electricity was generated
primarily by natural gas (37.06 percent), renewable sources (33.09 percent), large hydroelectric
(12.21 percent), nuclear (9.33 percent), coal (2.74 percent), and other and unspecified sources. Total
electric generation in California in 2020 was 272,576 gigawatt-hours (GWh), down 2 percent from
the 2019 total generation of 277,704 GWh.9
The project site is within the service territory of Southern California Edison (SCE). SCE provides
electricity to more than 15 million people in a 50,000-square-mile (sq mi) area of Central, Coastal,
and Southern California.10 According to the California Energy Commission (CEC), total electricity
consumption in the SCE service area in 2021 was 103,045 GWh (36,375 GWh for the residential
sector and 66,670 GWh for the non-residential sector). Total electricity consumption in San
Bernardino County in 2021 was 16,180.8 GWh (16,180,811,158 kilowatt-hours (kWh).11
Natural Gas
Natural gas is a non-renewable fossil fuel. Fossil fuels are formed when layers of decomposing plant
and animal matter are exposed to intense heat and pressure under the surface of the Earth over
millions of years. Natural gas is a combustible mixture of hydrocarbon compounds (primarily
methane) that is used as a fuel source. Natural gas is found in naturally occurring reservoirs in deep
underground rock formations. Natural gas is used for a variety of uses (e.g., heating buildings,
generating electricity, and powering appliances such as stoves, washing machines and dryers, gas
fireplaces, and gas grills).
Natural gas consumed in California is used for electricity generation (45 percent), residential uses
(21 percent), industrial uses (25 percent), and commercial uses (9 percent). California continues to
depend on out-of-state imports for nearly 90 percent of its natural gas supply.12
9 California Energy Commission (CEC). 2021a. 2020 Total System Electric Generation. Website: https://
www.energy.ca.gov/data-reports/energy-almanac/california-electricity-data/2020-total-system-electric-
generation (accessed February 2023).
10 Southern California Edison (SCE). 2020. About Us. Website: https://www.sce.com/about-us/who-we-are
(accessed February 2023).
11 CEC. 2020a. Electricity Consumption by County and Entity. Website: http://www.ecdms.energy.ca.gov/
elecbycounty.aspx and http://www.ecdms.energy.ca.gov/elecbyutil.aspx (accessed February 2023).
12 CEC. 2021c. Supply and Demand of Natural Gas in California. Website: https://www.energy.ca.gov/data-
reports/energy-almanac/californias-natural-gas-market/supply-and-demand-natural-gas-california
(accessed February 2023).
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The Southern California Gas Company (SoCalGas) is the natural gas service provider for the project
site. SoCalGas provides natural gas to approximately 21.8 million people in a 24,000 sq mi service
area throughout Central and Southern California, from Visalia to the Mexican border.13However,
natural gas usage is not proposed as part of the project. According to the CEC, total natural gas
consumption in the SoCalGas service area in 2021 was 6,755 million therms (2,308 million therms
for the residential sector). Total natural gas consumption in San Bernardino County in 2021 was 561
million therms (561,360,617 therms).14
Fuel
Petroleum is also a non-renewable fossil fuel. Petroleum is a thick, flammable, yellow-to-black
mixture of gaseous, liquid, and solid hydrocarbons that occurs naturally beneath the ’earth’s
surface. Petroleum is primarily recovered by oil drilling. It is refined into a large number of consumer
products, primarily fuel oil, gasoline, and diesel.
The average fuel economy for light-duty vehicles (autos, pickups, vans, and SUVs) in the United
States has steadily increased from about 14.9 miles per gallon (mpg) in 1980 to 22.9 mpg in 2020.15
Federal fuel economy standards have changed substantially since the Energy Independence and
Security Act was passed in 2007. The Act, which originally mandated a national fuel economy
standard of 35 mpg by year 202016, applies to cars and light trucks of Model Years 2011 through
2020. On March 31, 2022, the National Highway Traffic Safety Administration (NHTSA) finalized the
Corporate Average Fuel Economy IE) standards for Model Years 2024–2026 Passenger Cars and Light
Trucks, further detailed below.
Gasoline is the most used transportation fuel in California, with 97 percent of all gasoline being
consumed by light-duty cars, pickup trucks, and sport utility vehicles. According to the most recent
data available, total gasoline consumption in California was 289,918 thousand barrels or 1,464.7
trillion British Thermal Units (BTU) in 2020.17 Of the total gasoline consumption, 273,289 thousand
barrels or 1,380.7 trillion BTU were consumed for transportation.18 Based on fuel consumption
obtained from CARB’s California Emissions Factor Model, Version 2021 (EMFAC2021), approximately
13 Southern California Gas Company (SoCalGas). 2020. About SoCalGas. Website: https://www3.socalgas.
com/about-us/company-profile (accessed February 2023).
14 CEC. 2020b. Gas Consumption by County and Entity. Website: http://www.ecdms.energy.ca.gov/gasby
county.aspx and http://www.ecdms.energy.ca.gov/gasbyutil.aspx (accessed February 2023).
15 U.S. Department of Transportation (USDOT). “Table 4-23: Average Fuel Efficiency of U.S. Light Duty
Vehicles.” Website: https://www.bts.dot.gov/bts/bts/content/average-fuel-efficiency-us-light-duty-
vehicles (accessed February 2023).
16 U.S. Department of Energy. 2007. “Energy Independence & Security Act of 2007.” Website: https://www.
afdc.energy.gov/laws/eisa (accessed February 2023).
17 A British Thermal Unit is defined as the amount of heat required to raise the temperature of one pound of
water by one degree Fahrenheit.
18 U.S. Department of Energy, Energy Information Administration (EIA). 2021. California State Profile and
Energy Estimates. Table F3: Motor gasoline consumption, price, and expenditure estimates, 2020. Website: eia.gov/state/seds/data.php?incfile=/state/seds/sep_fuel/html/fuel_mg.html&sid=CA (accessed
February 2023).
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321.6 million gallons of diesel and approximately 915.5 million gallons of gasoline will be consumed
from vehicle trips in San Bernardino County in 2022.
GREENHOUSE GASES AND GLOBAL CLIMATE CHANGE
Global climate change is the observed increase in the average temperature of the Earth’s
atmosphere and oceans in recent decades. The Earth’s average near-surface atmospheric
temperature rose 0.6 ± 0.2 degrees Celsius (°C) or 1.1 ± 0.4 degrees Fahrenheit (°F) in the 20th
century. The prevailing scientific opinion on climate change is that most of the warming observed
over the last 50 years is attributable to human activities. The increased amounts of carbon dioxide
(CO2) and other GHGs are the primary causes of the human-induced component of warming. GHGs
are released by the burning of fossil fuels, land clearing, agriculture, and other activities, and lead to
an increase in the greenhouse effect.19
GHGs are present in the atmosphere naturally, are released by natural sources, or are formed from
secondary reactions taking place in the atmosphere. The gases that are widely seen as the principal
contributors to human-induced global climate change are:
• CO2
• Methane (CH4)
• Nitrous oxide (N2O)
• Hydrofluorocarbons (HFCs)
• Perfluorocarbons (PFCs)
• Sulfur hexafluoride (SF6)
Over the last 200 years, humans have caused substantial quantities of GHGs to be released into the
atmosphere. These extra emissions are increasing GHG concentrations in the atmosphere, and
enhancing the natural greenhouse effect, which is believed to be causing global warming. While
manmade GHGs include naturally occurring GHGs such as CO2, methane, and N2O, some gases, like
HFCs, PFCs, and SF6 are completely new to the atmosphere.
Certain gases, such as water vapor, are short-lived in the atmosphere. Others remain in the atmos-
phere for significant periods of time, contributing to climate change in the long term. Water vapor is
excluded from the list of GHGs above because it is short-lived in the atmosphere and its atmospheric
concentrations are largely determined by natural processes, such as oceanic evaporation. For the
purposes of this air quality analysis, the term “GHGs” will refer collectively to the six gases listed
above.
19 The temperature on Earth is regulated by a system commonly known as the “greenhouse effect.” Just as
the glass in a greenhouse lets heat from sunlight in and reduces the heat escaping, greenhouse gases like
carbon dioxide, methane, and nitrous oxide in the atmosphere keep the Earth at a relatively even
temperature. Without the greenhouse effect, the Earth would be a frozen globe; thus, although an excess of greenhouse gas results in global warming, the naturally occurring greenhouse effect is necessary to
keep our planet at a comfortable temperature.
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These gases vary considerably in terms of Global Warming Potential (GWP), which is a concept
developed to compare the ability of each GHG to trap heat in the atmosphere relative to another
gas. The GWP is based on several factors, including the relative effectiveness of a gas to absorb
infrared radiation and length of time that the gas remains in the atmosphere (“atmospheric
lifetime”). The GWP of each gas is measured relative to carbon dioxide, the most abundant GHG; the
definition of GWP for a particular GHG is the ratio of heat trapped by one unit mass of the GHG to
the ratio of heat trapped by one unit mass of CO2 over a specified time period. GHG emissions are
typically measured in terms of pounds or tons of “CO2 equivalents” (CO2e). Table C shows the GWP
for each type of GHG. For example, SF6 is 23,900 times more potent at contributing to global
warming than CO2.
Table C: Global Warming Potential of Greenhouse Gases
Gas
Atmospheric Lifetime
(Years)
Global Warming Potential
(100-Year Time Horizon)
Carbon Dioxide 50-200 1
Methane 12 21
Nitrous Oxide 114 310
HFC-23 270 11,700
HFC-134a 14 140
HFC-152a 1.4 140
PFC: Tetrafluoromethane (CF4) 50,000 6,500
PFC: Hexafluoromethane (C2F6) 10,000 9,200
Sulfur Hexafluoride (SF6) 3,200 23,900
Source: Second Update to the Climate Change Scoping Plan: Building on the Framework (CARB 2017). Website: www.arb.ca.gov/our-work/programs/ab-32-climate-chamge-scoping-plan/2017-scoping-plan-documents (accessed February 2023)
The following discussion summarizes the characteristics of the six GHGs and black carbon.
Carbon Dioxide
In the atmosphere, carbon generally exists in its oxidized form, as carbon dioxide (CO2). Natural
sources of CO2 include the respiration (breathing) of humans, animals and plants, volcanic out gassing,
decomposition of organic matter and evaporation from the oceans. Human caused sources of CO2
include the combustion of fossil fuels and wood, waste incineration, mineral production, and
deforestation. Natural sources release approximately 150 billion tons of CO2 each year, far
outweighing the 7 billion tons of man-made emissions of CO2 each year. Nevertheless, natural
removal processes, such as photosynthesis by land- and ocean-dwelling plant species, cannot keep
pace with this extra input of man-made CO2, and consequently, the gas is building up in the
atmosphere.
In 2020, total annual CO2 accounted for approximately 80.2 percent of California’s overall GHG
emissions.20 Transportation is the single largest source of CO2 in California, which is primarily
20 CARB. 2022a. GHGs Descriptions & Sources in California. Website: ww2.arb.ca.gov/ghg-descriptions-
sources (accessed February 2023).
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comprised of on-road travel. Electricity production, industrial and residential sources also make
important contributions to CO2 emissions in California.
Methane
Methane (CH4) is produced when organic matter decomposes in environments lacking sufficient
oxygen. Natural sources include wetlands, termites, and oceans. Decomposition occurring in landfills
accounts for the majority of human-generated CH4 emissions in California and in the United States
as a whole. Agricultural processes such as intestinal fermentation, manure management, and rice
cultivation are also significant sources of CH4 in California. Total annual emissions of CH4 accounted
for approximately 10.5 percent of GHG emissions in California in 2020.21
Nitrous Oxide
Nitrous oxide (N2O) is produced naturally by a wide variety of biological sources, particularly
microbial action in soils and water. Tropical soils and oceans account for the majority of natural
source emissions. Nitrous oxide is a product of the reaction that occurs between nitrogen and
oxygen during fuel combustion. Both mobile and stationary combustion emit N2O, and the quantity
emitted varies according to the type of fuel, technology, and pollution control device used, as well
as maintenance and operating practices. Agricultural soil management and fossil fuel combustion
are the primary sources of human-generated N2O emissions in California. Nitrous oxide emissions
accounted for approximately 3.5 percent of GHG emissions in California in 2020.22
Hydrofluorocarbons, Perfluorocarbons, and Sulfur Hexafluoride
HFCs are primarily used as substitutes for ozone-depleting substances regulated under the Montreal
Protocol.23 PFCs and SF6 are emitted from various industrial processes, including aluminum smelting,
semiconductor manufacturing, electric power transmission and distribution, and magnesium
casting. There is no aluminum or magnesium production in California; however, the rapid growth in
the semiconductor industry leads to greater use of PFCs. HFCs, PFCs, and SF6 accounted for about
5.5 percent of GHG emissions in California in 2020.24
Black Carbon
Black carbon is the most strongly light-absorbing component of PM formed by burning fossil fuels
such as coal, diesel, and biomass. Black carbon is emitted directly into the atmosphere in the form of
PM2.5 and is the most effective form of PM, by mass, at absorbing solar energy. Per unit of mass in
the atmosphere, black carbon can absorb one million times more energy than CO2.25 Black carbon
21 CARB. 2022b. GHGs Descriptions & Sources in California. Website: ww2.arb.ca.gov/ghg-descriptions-
sources (accessed February 2023).
22 Ibid.
23 The Montreal Protocol is an international treaty that was approved on January 1, 1989, and was
designated to protect the ozone layer by phasing out the production of several groups of halogenated
hydrocarbons believed to be responsible for ozone depletion.
24 CARB. 2021. op. cit.
25 U.S. Environmental Protection Agency (USEPA). 2015. Black Carbon, Basic Information. February 14, 2017.
Website: 19january2017snapshot.epa.gov/www3/airquality/blackcarbon/basic.html (accessed February
2023).
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contributes to climate change both directly, such as absorbing sunlight, and indirectly, such as
affecting cloud formation. However, because black carbon is short-lived in the atmosphere, it can be
difficult to quantify its effect on global warming.
Most U.S. emissions of black carbon come from mobile sources (52 percent), particularly from diesel-
fueled vehicles. The other major source of black carbon is open biomass burning, including wildfires,
although residential heating and industry also contribute. The CARB estimates that the annual black
carbon emissions in California will be reduced approximately 50 percent below 2013 levels by 2030.26
Effects of Global Climate Change
Effects from global climate change may arise from temperature increases, climate-sensitive
diseases, extreme weather events, and air quality. There may be direct temperature effects through
increases in average temperature leading to more extreme heat waves and less extreme cold spells.
Those living in warmer climates are likely to experience more stress and heat-related problems.
Heat-related problems include heat rash and heat stroke. In addition, climate-sensitive diseases may
increase, such as those spread by mosquitoes and other disease-carrying insects. Such diseases
include malaria, dengue fever, yellow fever, and encephalitis. Extreme events such as flooding and
hurricanes can displace people and agriculture. Global climate change may also contribute to air
quality problems from increased frequency of smog and particulate air pollution.27
Additionally, according to the 2006 California Climate Action Team (CAT) Report,28 the following
applicable climate change effects, which are based on trends established by the United Nations
Intergovernmental Panel on Climate Change (IPCC), can be expected in California over the course of
the next century:
• The loss of sea ice and mountain snow-pack, resulting in higher sea levels and higher sea surface
evaporation rates with a corresponding increase in tropospheric water vapor due to the
atmosphere’s ability to hold more water vapor at higher temperatures.29
• Rise in global average sea level, primarily due to thermal expansion and melting of glaciers and
ice caps in the Greenland and Antarctic ice sheets.30
• Changes in weather that include widespread changes in precipitation, ocean salinity, wind
patterns, and more energetic aspects of extreme weather, including droughts, heavy
precipitation, heat waves, extreme cold, and the intensity of tropical cyclones.31
26 CARB. 2017b. Short-Lived Climate Pollutant Reduction Strategy. March. Website: https://ww2.arb.ca.gov/
sites/default/files/2020-07/final_SLCP_strategy.pdf (accessed February 2023).
27 USEPA. 2016. Climate Impacts on Human Health. April. Website: https://19january2017snapshot.epa.gov/
climate-impacts/climate-impacts-human-health_.html, last updated on February 24, 2017 (accessed
February 2023).
28 California Environmental Protection Agency (CalEPA). 2006. Climate Action Team Report to Governor
Schwarzenegger and the Legislature. March.
29 Ibid.
30 Ibid.
31 Intergovernmental Panel on Climate Change (IPCC). 2007. Climate Change 2007: The Physical Science
Basis, Summary for Policymakers. February.
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• Decline of the Sierra snowpack, which accounts for approximately one-half of the surface water
storage in California by 70 percent to as much as 90 percent over the next 100 years.32
• Increase in the number of days conducive to O3 formation by 25–85 percent (depending on the
future temperature scenario) in high O3 areas by the end of the 21st century.33
• High potential for erosion of California’s coastlines and seawater intrusion into the Delta and
levee systems due to the rise in sea level.34
A summary of these potential effects is identified in Table D.
Table D: Potential Impacts of Global Warming and Expected Consequences for California
Potential Water
Resource Impacts Anticipated Consequences Statewide
Reduction of the State’s
average annual snowpack
Specifically, the decline of the Sierra snowpack would lead to a loss in half of the surface water
storage in California by 70% to 90% over the next 100 years
Potential loss of 5 million acre-feet or more of average annual water storage in the State’s snowpack
Increased challenges for reservoir management and balancing the competing concerns of flood
protection and water supply
Higher surface evaporation rates with a corresponding increase in tropospheric water vapor
Rise in average sea level Potential economic impacts related to coastal tourism, commercial fisheries, coastal agriculture, and
ports
Increased risk of flooding, coastal erosion along the State’s coastline, seawater intrusion into the
Delta and levee systems
Changes in weather Changes in precipitation, ocean salinity, and wind patterns
Increased likelihood for extreme weather events, including droughts, heavy precipitation, heat
waves, extreme cold, and the intensity of tropical cyclones
Changes in the timing, intensity, location,
amount, and variability
of precipitation
Potential increased storm intensity and increased potential for flooding
Possible increased potential for droughts
Long-term changes in vegetation and increased incidence of wildfires
Changes in the intensity and timing of runoff
Possible increased incidence of flooding and increased sedimentation
Sea level rise and inundation of coastal marshes and estuaries
Increased potential for salinity intrusion into coastal aquifers (groundwater)
Increased potential for flooding near the mouths of rivers due to backwater effects
Increased water
temperatures Increased environmental water demand for temperature control
Possible increased problems with foreign invasive species in aquatic ecosystems
Potential adverse changes in water quality, including the reduction of dissolved oxygen levels
Possible critical effects on listed and endangered aquatic species
Changes in urban and
agricultural water
demand
Changes in demand patterns and evapotranspiration
Increase in the number
of days conducive to O3
formation
Increased temperatures
Potential health effects, including adverse impacts to respiratory systems
Source: United States Department of the Interior, Environmental Water Account, Draft Supplemental EIS/EIR to the Environmental Water
Account Final EIS/EIR, Bureau of Reclamation Mid-Pacific Region, Sacramento, California (October 2007).
EIR = Environmental Impact Report EIS = Environmental Impact Statement O3 = ozone
32 CalEPA. 2006, op. cit.
33 CalEPA. 2006, op. cit.
34 Ibid.
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REGULATORY SETTING
AIR QUALITY REGULATIONS
The USEPA and the CARB regulate direct emissions from motor vehicles. The SCAQMD is the
regional agency primarily responsible for regulating air pollution emissions from stationary sources
(e.g., factories) and indirect sources (e.g., traffic associated with new development), as well as
monitoring ambient pollutant concentrations.
Federal Regulations
Federal Clean Air Act
The 1970 federal Clean Air Act (CAA) authorized the establishment of national health-based air
quality standards and also set deadlines for their attainment. The federal Clean Air Act Amendments
of 1990 changed deadlines for attaining national standards as well as the remedial actions required
of areas of the nation that exceed the standards. Under the Clean Air Act, State and local agencies in
areas that exceed the national standards are required to develop State Implementation Plans to
demonstrate how they will achieve the national standards by specified dates.
State Regulations
California Clean Air Act
In 1988, the California Clean Air Act (CCAA) required that all air districts in the State endeavor to
achieve and maintain CAAQS for CO, O3, SO2, and NO2 by the earliest practical date. The California
Clean Air Act provides districts with authority to regulate indirect sources and mandates that air
quality districts focus particular attention on reducing emissions from transportation and area-wide
emission sources. Each nonattainment district is required to adopt a plan to achieve a 5 percent
annual reduction, averaged over consecutive 3-year periods, in district-wide emissions of each
nonattainment pollutant or its precursors. A Clean Air Plan shows how a district would reduce
emissions to achieve air quality standards. Generally, the State standards for these pollutants are
more stringent than the national standards.
California Air Resources Board
The CARB is the State’s “clean air agency.” The CARB’s goals are to attain and maintain healthy air
quality, protect the public from exposure to toxic air contaminants, and oversee compliance with air
pollution rules and regulations.
Assembly Bill 2588 Air Toxics “Hot Spots” Information and Assessment Act. Under Assembly Bill
(AB) 2588, stationary sources of air pollutants are required to report the types and quantities of
certain substances their facilities routinely released into the air. The goals of the Air Toxics “Hot
Spots” Act are to collect emission data, identify facilities having localized impacts, determine health
risks, and notify nearby residents of significant risks.
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The California Air Resources Board Handbook. The CARB has developed an Air Quality and Land Use
Handbook35 which is intended to serve as a general reference guide for evaluating and reducing air
pollution impacts associated with new projects that go through the land use decision-making
process. According to the CARB Handbook, air pollution studies have shown an association between
respiratory and other non-cancer health effects and proximity to high traffic roadways. Other
studies have shown that diesel exhaust and other cancer-causing chemicals emitted from cars and
trucks are responsible for much of the overall cancer risk from airborne toxics in California. The
CARB Handbook recommends that county and city planning agencies strongly consider proximity to
these sources when finding new locations for “sensitive” land uses such as homes, medical facilities,
daycare centers, schools, and playgrounds.
Land uses that can produce air pollution sources of concern include freeways, rail yards, ports,
refineries, distribution centers, chrome plating facilities, dry cleaners, and large gasoline service
stations. Key recommendations in the CARB Handbook include taking steps to avoid siting new,
sensitive land uses:
• Within 500 feet of a freeway, urban roads with 100,000 vehicles/day or rural roads with 50,000
vehicles/day;
• Within 1,000 feet of a major service and maintenance rail yard;
• Immediately downwind of ports (in the most heavily impacted zones) and petroleum refineries;
• Within 300 feet of any dry cleaning operation (for operations with two or more machines,
provide 500 feet); and
• Within 300 feet of a large gas station (defined as a facility with a throughput of 3.6 million
gallons per year or greater).
The CARB Handbook specifically states that its recommendations are advisory and acknowledges
land use agencies have to balance other considerations, including housing and transportation needs,
economic development priorities, and other quality of life issues.
The recommendations are generalized and do not consider site-specific meteorology, freeway truck
percentages, or other factors that influence risk for a particular project site. The purpose of this
guidance is to help land use agencies determine when to further examine project sites for actual
health risk associated with the location of new sensitive land uses.
Regional Regulations
South Coast Air Quality Management District
The SCAQMD has jurisdiction over most air quality matters in the South Coast Air Basin (Basin). This
area includes all of Orange County, Los Angeles County except for the Antelope Valley, the non-
desert portion of western San Bernardino County, and the western and Coachella Valley portions of
35 CARB. 2005. Air Quality and Land Use Handbook: A Community Health Perspective. April.
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Riverside County. The SCAQMD is the agency principally responsible for comprehensive air pollution
control in the Basin and is tasked with implementing certain programs and regulations required by
the CAA and the CCAA. The SCAQMD prepares plans to attain CAAQS and NAAQS. SCAQMD is
directly responsible for reducing emissions from stationary (area and point) sources. The SCAQMD
develops rules and regulations, establishes permitting requirements, inspects emissions sources,
and enforces such measures though educational programs or fines, when necessary.
The proposed project could be subject to the following SCAQMD rules and regulations:
• Regulation IV – Prohibitions: This regulation sets forth the restrictions for visible emissions,
odor nuisance, fugitive dust, various air pollutant emissions, fuel contaminants, start-
up/shutdown exemptions, and breakdown events.
○ Rule 402 – Nuisance: This rule restricts the discharge of any contaminant in quantities that
cause or have a natural ability to cause injury, damage, nuisance, or annoyance to
businesses, property, or the public.
○ Rule 403 – Fugitive Dust: This rule requires the prevention, reduction, or mitigation of
fugitive dust emissions from a project site. Rule 403 restricts visible fugitive dust to a project
property line, restricts the net PM10 emissions to less than 50 µg/m3 and restricts the
tracking out of bulk materials onto public roads. Additionally, Rule 403 requires an applicant
to utilize one or more of the best available control measures (identified in the tables within
the rule). Control measures may include adding freeboard to haul vehicles, covering loose
material on haul vehicles, watering, using chemical stabilizers, and/or ceasing all activities.
Finally, Rule 403 requires that a contingency plan be prepared if so determined by the
USEPA. In addition, SCAQMD Rule 403I, Additional Requirements for Large Operations,
includes requirements to provide Large Operation Notification Form 403 N, appropriate
signage, additional dust control measures, and employment of a dust control supervisor that
has successfully completed the Dust Control training class in the South Coast Air Basin.
• Regulation –I - Source Specific Standards: Regulation XI sets emissions standards for different
sources.
○ Rule 11–3 - Architectural Coatings: This rule limits the amount of VOCs from architectural
coatings and solvents, which lowers the emissions of odorous compounds.
The SCAQMD is responsible for demonstrating regional compliance with AAQS but has limited
indirect involvement in reducing emissions from fugitive, mobile, and natural sources. To that end,
the SCAQMD works cooperatively with the CARB, the Southern California Association of
Governments (SCAG), county transportation commissions, local governments, and other federal and
State government agencies. It has responded to this requirement by preparing a series of Air Quality
Management Plans (AQMPs) to meet CAAQS and NAAQS. SCAQMD and the SCAG are responsible
for formulating and implementing the AQMP for the Basin. The main purpose of an AQMP is to bring
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the area into compliance with federal and State air quality standards. Every 3 years, SCAQMD
prepares a new AQMP, updating the previous plan and 20-year horizon.36
The Final 2022 Air Quality Management Plan is the currently adopted AQMP. Key elements of the
Final 2022 AQMP include the following:
• Calculating and taking credit for co-benefits from other planning efforts (e.g., climate, energy,
and transportation)
• A strategy with fair-share emission reductions at the federal, State, and local levels
• Investment in strategies and technologies meeting multiple air quality objectives
• Seeking new partnerships and significant funding for incentives to accelerate deployment of
zero-emission and near-zero emission technologies
• Enhanced socioeconomic assessment, including an expanded environmental justice analysis
• Attainment of the 24-hour PM2.5 standard in 2019 with no additional measures
• Attainment of the annual PM2.5 standard by 2025 with implementation of a portion of the O3
strategy
• Attainment of the 1-hour O3 standard by 2022 with no reliance on “black box” future technology
(federal CAA Section 182(e)(5) measures)
The 2022 AQMP builds upon measures already in place from previous AQMPs. It also includes a
variety of additional strategies such as regulation, accelerated deployment of available cleaner
technologies (e.g., zero emissions technologies, when cost-effective and feasible, and low NOx
technologies in other applications), best management practices, co-benefits from existing programs
(e.g., climate and energy efficiency), incentives, and other CAA measures to achieve the 2015 8-hour
ozone standard.
Southern California Association of Governments
SCAG is a council of governments for Los Angeles, Orange, Riverside, San Bernardino, Imperial, and
Ventura Counties. It is a regional planning agency and serves as a forum for regional issues relating
to transportation, the economy and community development, and the environment. SCAG is the
federally designated Metropolitan Planning Organization (MPO) for the majority of the southern
California region and is the largest MPO in the nation. With regard to air quality planning, SCAG
prepares the Regional Transportation Plan (RTP) and Regional Transportation Improvement Program
(RTIP), which address regional development and growth forecasts and form the basis for the land
use and transportation control portions of the AQMP and are utilized in the preparation of the air
36 SCAQMD. 2022. Final 2022 Air Quality Management Plan. December 2.
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quality forecasts and consistency analysis included in the AQMP. The RTP, RTIP, and AQMP are
based on projections originating within local jurisdictions.
Although SCAG is not an air quality management agency, it is responsible for developing
transportation, land use, and energy conservation measures that affect air quality. SCAG’s Regional
Comprehensive Plan (RCP) provides growth forecasts that are used in the development of air
quality-related land use and transportation control strategies by the SCAQMD. The RCP is a
framework for decision-making for local governments, assisting them in meeting federal and State
mandates for growth management, mobility, and environmental standards, while maintaining
consistency with regional goals regarding growth and changes. Policies within the RCP include
consideration of air quality, land use, transportation, and economic relationships by all levels of
government.
SCAG adopted the 2020–2045 Regional Transportation Plan/Sustainable Communities Strategy
(RTP/SCS) (Connect SoCal) on September 3, 2020. Connect SoCal is a long-range visioning plan that
balances future mobility and housing needs with economic, environmental, and public health goals.
Connect SoCal is an important planning document for the region, allowing project sponsors to
qualify for federal funding and takes into account operations and maintenance costs, to ensure
reliability, longevity, and cost effectiveness. The forecasted development pattern, when integrated
with the financially constrained transportation investments identified in Connect SoCal, would reach
the regional target of reducing GHG emissions from autos and light-duty trucks by 19 percent by
2035 (compared to 2005 levels).
Local Regulations
City of Fontana General Plan Update 2015–2035
The City of Fontana addresses air quality and GHG emissions in Chapter 12, Sustainability and
Resilience, of the General Plan.37 The Sustainability and Resilience Chapter includes goals and
policies that work to pursue sustainability and resilience by making resource-efficient choices to
conserve water, energy, and materials, improve air quality, and adjust to changing conditions. The
following policies are applicable to the proposed project:
• Create a sustainable Fontana program that promotes green practices in government and in the
community
• Incorporate goals into the City Code for resource efficiency in municipal facilities and
operations.
• Continue organizational and operational improvements to maximize energy and resource
efficiency and reduce waste.
37 City of Fontana. General Plan Update 2015-2035, Chapter 12. Sustainability and Resilience. November
2018. Website: https://www.fontana.org/DocumentCenter/View/26751/Chapter-12---Sustainability-and-
Resilience (accessed February 2023).
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• Promote renewable energy programs for government, Fontana businesses, and Fontana
residences.
ENERGY REGULATORY SETTING
Federal and State agencies regulate energy use and consumption through various means and
programs. On the federal level, the United States Department of Transportation (USDOT), the
United States Department of Energy, and the USEPA are three federal agencies with substantial
influence over energy policies and programs. Generally, federal agencies influence and regulate
transportation energy consumption through establishment and enforcement of fuel economy
standards for automobiles and light trucks, through funding of energy-related research and
development projects, and through funding for transportation infrastructure improvements. On the
State level, the California Public Utilities Commission (CPUC) and the CEC are two agencies with
authority over different aspects of energy.
The CPUC regulates privately owned electric, natural gas, telecommunications, water, railroad, rail
transit, and passenger transportation companies and serves the public interest by protecting
consumers and ensuring the provision of safe, reliable utility service and infrastructure at
reasonable rates, with a commitment to environmental enhancement and a healthy California
economy.
The CEC is the State’s primary energy policy and planning agency. The CEC forecasts future energy
needs, promotes energy efficiency, supports energy research, develops renewable energy resources,
and plans for/directs state response to energy emergencies. The applicable federal, State, regional,
and local regulatory framework is discussed below.
Federal Regulations
Energy Policy Act of 2005
The Energy Policy Act of 2005 seeks to reduce reliance on non-renewable energy resources and
provide incentives to reduce current demand on these resources. For example, under this Act,
consumers and businesses can obtain federal tax credits for purchasing fuel-efficient appliances and
products (including hybrid vehicles), building energy-efficient buildings, and improving the energy
efficiency of commercial buildings. Additionally, tax credits are available for the installation of
qualified fuel cells, stationary microturbine power plants, and solar power equipment.
Corporate Average Fuel Economy (CAFÉ) Standards
On March 31, 2022, the National Highway Traffic Safety Administration (NHTSA) finalized the
Corporate Average Fuel Economy (CAFE) standards for Model Years 2024–2026 Passenger Cars and
Light Trucks. The amended CAFE standards would require an industry wide fleet average of
approximately 49 mpg for passenger cars and light trucks in model year 2026, by increasing fuel
efficiency by 8 percent annually for model years 2024–2025, and 10 percent annually for model year
2026. The final standards are estimated to save about 234 billion gallons of gas between model
years 2030 to 2050.
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State Regulations
Assembly Bill 1575, Warren-Alquist Act
In 1975, largely in response to the oil crisis of the 1970s, the State Legislature adopted AB 1575 (also
known as the Warren-Alquist Act), which created the CEC. The statutory mission of the CEC is to
forecast future energy needs; license power plants of 50 megawatts (MW) or larger; develop energy
technologies and renewable energy resources; plan for and direct State responses to energy
emergencies; and, perhaps most importantly, promote energy efficiency through the adoption and
enforcement of appliance and building energy efficiency standards. AB 1575 also amended Public
Resources Code (PRC) Section 21100(b)(3) and State CEQA Guidelines Section 15126.4 to require
Environmental Impact Reports (EIRs) to include, where relevant, mitigation measures proposed
to minimize the wasteful, inefficient, and unnecessary consumption of energy caused by a project.
Thereafter, the State Resources Agency created Appendix F to the State CEQA Guidelines.
Appendix F assists EIR preparers in determining whether a project will result in the inefficient,
wasteful, and unnecessary consumption of energy. Appendix F of the State CEQA Guidelines also
states that the goal of conserving energy implies the wise and efficient use of energy and the means
of achieving this goal, including (1) decreasing overall per capita energy consumption; (2) decreasing
reliance on fossil fuels such as coal, natural gas, and oil; and (3) increasing reliance on renewable
energy sources.
Senate Bill 1389, Energy: Planning and Forecasting
In 2002, the State Legislature passed Senate Bill (SB) 1389, which required the CEC to develop an
integrated energy plan every 2 years for electricity, natural gas, and transportation fuels for the
California Energy Policy Report. 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
a number of strategies, including assistance to public agencies and fleet operators in implementing
incentive programs for zero-emission vehicles (ZEVs) and their infrastructure needs, and
encouragement of urban designs that reduce vehicle miles traveled (VMT) and accommodate
pedestrian and bicycle access.
In compliance with the requirements of SB 1389, the CEC adopts an Integrated Energy Policy Report
every 2 years and an update every other year. The most recently adopted report includes the 2021
Integrated Energy Policy Report38 and the 2022 Integrated Energy Policy Report Update.39 The
Integrated Energy Policy Report covers a broad range of topics, including decarbonizing buildings,
integrating renewables, energy efficiency, energy equity, integrating renewable energy, updates on
Southern California electricity reliability, climate adaptation activities for the energy sector, natural
gas assessment, transportation energy demand forecast, and the California Energy Demand
Forecast. The Integrated Energy Policy Report provides the results of the CEC’s assessments of a
variety of energy issues facing California. Many of these issues will require action if the State is to
38 CEC. 2021b. 2021 Integrated Energy Policy Report. California Energy Commission. Docket Number: 21-
IEPR-01. 39 CEC. 2022. 2020 Integrated Energy Policy Report Update. California Energy Commission. Docket Number:
22-IEPR-01.
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meet its climate, energy, air quality, and other environmental goals while maintaining energy
reliability and controlling costs.
Renewable Portfolio Standard
SB 1078 established the California Renewable Portfolio Standards program in 2002. SB 1078 initially
required that 20 percent of electricity retail sales be served by renewable resources by 2017;
however, this standard has become more stringent over time. In 2006, SB 107 accelerated the
standard by requiring that the 20 percent mandate be met by 2010. In April 2011, SB 2 required that
33 percent of electricity retail sales be served by renewable resources by 2020. In 2015, SB 350
established tiered increases to the Renewable Portfolio Standards of 40 percent by 2024, 45 percent
by 2027, and 50 percent by 2030. In 2018, SB 100 increased the requirement to 60 percent by 2030
and required that all the State’s electricity come from carbon-free resources by 2045. SB 100 took
effect on January 1, 2019.40
Title 24, California Building Code
Energy consumption by new buildings in California is regulated by the Building Energy Efficiency
Standards, embodied in Title 24 of the California Code of Regulations (CCR), known as the California
Building Code (CBC). The CEC first adopted the Building Energy Efficiency Standards for Residential
and Non-residential Buildings in 1978 in response to a legislative mandate to reduce energy
consumption in the State. The CBC is updated every 3 years, and the current 2022 CBC went into
effect on January 1, 2023. The efficiency standards apply to both new construction and
rehabilitation of both residential and non-residential buildings, and regulate energy consumed for
heating, cooling, ventilation, water heating, and lighting. The building efficiency standards are
enforced through the local building permit process. Local government agencies may adopt and
enforce energy standards for new buildings, provided these standards meet or exceed those
provided in CCR Title 24.
California Green Building Standards Code (CALGreen Code)
In 2010, the California Building Standards Commission (CBSC) adopted Part 11 of the Title 24
Building Energy Efficiency Standards, referred to as the California Green Building Standards Code
(CALGreen Code). The CALGreen Code took effect on January 1, 2011. The CALGreen Code is
updated on a regular basis, with the most recent update consisting of the 2022 CALGreen Code
standards that became effective January 1, 2023.The CALGreen Code established mandatory
measures for residential and non-residential building construction and encouraged sustainable
construction practices in the following five categories: (1) planning and design, (2) energy efficiency,
(3) water efficiency and conservation, (4) material conservation and resource efficiency, and
(5) indoor environmental quality. Although the CALGreen Code was adopted as part of the State’s
efforts to reduce GHG emissions, the CALGreen Code standards have co-benefits of reducing energy
consumption from residential and non-residential buildings subject to the standard.
40 California Public Utilities Commission (CPUC). 2019. Renewables Portfolio Standard Program. Website:
cpuc.ca.gov/rps (accessed February 2023).
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California Energy Efficiency Strategic Plan.
On September 18, 2008, the CPUC adopted California’s first Long-Term Energy Efficiency Strategic
Plan, presenting a roadmap for energy efficiency in California. The Strategic Plan was subsequently
updated in January 2011 to include a lighting chapter. This comprehensive plan for 2009-2020 is the
State’s first integrated framework of goals and strategies for saving energy, covering government,
utility, and private sector actions. The Plan articulates a long-term vision and goals for each
economic sector and identifies specific near-term, mid-term, and long-term strategies to assist in
achieving those goals. The Plan also reiterates the following four specific programmatic goals known
as the “Big Bold Energy Efficiency Strategies” that were established by the CPUC in Decisions D.07-
10-032 and D.07-12-051:
• All new residential construction will be zero net energy (ZNE) by 2020.
• All new commercial construction will be ZNE by 2030.
• Heating, Ventilation and Air Conditioning (HVAC) will be transformed to ensure that its energy
performance is optimal for California’s climate
Regional Regulations
There are no regional regulations that apply to the proposed project.
Local Regulations
City of Fontana General Plan Update 2015–2035
The City of Fontana addresses energy in Chapter 12, Sustainability and Resilience, of the General
Plan.41 The Sustainability and Resilience Chapter in the City’s General Plan includes goals and
policies that work to pursue sustainability and resilience by making resource-efficient choices to
conserve water, energy, and materials, improve air quality, and adjust to changing conditions. The
following policies are applicable to the proposed project:
• Promote renewable energy programs for government, Fontana businesses, and Fontana
residences.
• Promote green building through guidelines, awards, and nonfinancial incentives
• Promote energy-efficient development in Fontana.
• Meet or exceed state goals for energy-efficient new construction.
41 City of Fontana. General Plan Update 2015–2035, Chapter 12. Sustainability and Resilience. November
2018. Website: https://www.fontana.org/DocumentCenter/View/26751/Chapter-12---Sustainability-and-
Resilience (accessed February 2023).
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GLOBAL CLIMATE CHANGE REGULATORY SETTING
This section describes regulations related to Global Climate Change at the federal, State, and local
level.
Federal Regulations
The United States has historically had a voluntary approach to reducing GHG emissions. However,
on April 2, 2007, the United States Supreme Court ruled that the USEPA has the authority to
regulate CO2 emissions under the federal CAA. While there currently are no adopted federal
regulations for the control or reduction of GHG emissions, the USEPA commenced several actions in
2009 to implement a regulatory approach to global climate change.
This includes the 2009 USEPA final rule for mandatory reporting of GHGs from large GHG emission
sources in the United States. Additionally, the USEPA Administrator signed an endangerment finding
action in 2009 under the Clean Air Act, finding that six GHGs (CO2, CH4, N2O, HFCs, PFCs, SF6)
constitute a threat to public health and welfare, and that the combined emissions from motor
vehicles cause and contribute to global climate change, leading to national GHG emission standards.
In October 2012, the USEPA and the NHTSA, on behalf of the USDOT, issued final rules to further
reduce GHG emissions and improve Corporate Average Fuel Economy (CAFE) standards for light-
duty vehicles for model years 2017 and beyond (77 Federal Register 62624). The NHTSA’s CAFE
standards have been enacted under the Energy Policy and Conservation Act since 1978. This
national program requires automobile manufacturers to build a single light-duty national fleet that
meets all requirements under both federal programs and the standards of California and other
states. This program would increase fuel economy to the equivalent of 54.5 miles per gallon, limiting
vehicle emissions to 163 grams of CO2 per mile for the fleet of cars and light-duty trucks by model
year 2025 (77 Federal Register 62630).
On March 31, 2022, the National Highway Traffic Safety Administration (NHTSA) finalized the
Corporate Average Fuel Economy (CAFE) standards for Model Years 2024–2026 Passenger Cars and
Light Trucks. The amended CAFE standards would require an industry wide fleet average of
approximately 49 mpg for passenger cars and light trucks in model year 2026, by increasing fuel
efficiency by 8 percent annually for model years 2024–2025, and 10 percent annually for model year
2026. The final standards are estimated to save about 234 billion gallons of gas between model
years 2030 to 2050.
State Regulations
The CARB is the lead agency for implementing climate change regulations in the State. Since its
formation, the CARB has worked with the public, the business sector, and local governments to find
solutions to California’s air pollution problems. Key efforts by the State are described below.
Assembly Bill 1493 (2002)
In a response to the transportation sector’s significant contribution to California’s CO2 emissions,
AB 1493 was enacted on July 22, 2002. AB 1493 requires the CARB to set GHG emission standards
for passenger vehicles and light duty trucks (and other vehicles whose primary use is noncommercial
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personal transportation in the State) manufactured in 2009 and all subsequent model years. These
standards (starting in model years 2009 to 2016) were approved by the CARB in 2004, but the
needed waiver of CCAA Preemption was not granted by the USEPA until June 30, 2009. The CARB
responded by amending its original regulation, now referred to as Low Emission Vehicle III, to take
effect for model years starting in 2017 to 2025. The Trump administration revoked California’s
waiver in 2019; however, the Biden administration restored California’s waiver in 2021.
Executive Order S-3-05 (2005)
Governor Arnold Schwarzenegger signed Executive Order (EO) S-3-05 on June 1, 2005, which
proclaimed that California is vulnerable to the impacts of climate change. To combat those
concerns, the executive order established California’s GHG emissions reduction targets, which
established the following goals:
• GHG emissions should be reduced to 2000 levels by 2010;
• GHG emissions should be reduced to 1990 levels by 2020; and
• GHG emissions should be reduced to 80 percent below 1990 levels by 2050.
The Secretary of the California Environmental Protection Agency (CalEPA) is required to coordinate
efforts of various State agencies in order to collectively and efficiently reduce GHGs. A biannual
progress report must be submitted to the Governor and State Legislature disclosing the progress
made toward GHG emission reduction targets. In addition, another biannual report must be
submitted illustrating the impacts of global warming on California’s water supply, public health,
agriculture, the coastline, and forestry, and report possible mitigation and adaptation plans to
address these impacts.
The Secretary of CalEPA leads this CAT made up of representatives from State agencies as well as
numerous other boards and departments. The CAT members work to coordinate statewide efforts
to implement global warming emission reduction programs and the State’s Climate Adaptation
Strategy. The CAT is also responsible for reporting on the progress made toward meeting the
statewide GHG targets that were established in the executive order and further defined under
AB 32, the “Global Warming Solutions Act of 2006.” The first CAT Report to the Governor and the
Legislature was released in March 2006, which it laid out 46 specific emission reduction strategies
for reducing GHG emissions and reaching the targets established in the executive order. The most
recent report was released in December 2020.
Assembly Bill 32 (2006), California Global Warming Solutions Act
California’s major initiative for reducing GHG emissions is AB 32, passed by the State legislature on
August 31, 2006. This effort aims at reducing GHG emissions to 1990 levels by 2020. The CARB has
established the level of GHG emissions in 1990 at 427 million metric tons (MMT) of CO2e. The
emissions target of 427 MMT requires the reduction of 169 MMT from the State’s projected
business-as-usual 2020 emissions of 596 MMT. AB 32 requires the CARB to prepare a Scoping Plan
that outlines the main State strategies for meeting the 2020 deadline and to reduce GHGs that
contribute to global climate change. The Scoping Plan was approved by the CARB on December 11,
2008, and contains the main strategies California will implement to achieve the reduction of
approximately 169 MMT CO2e, or approximately 30 percent, from the State’s projected 2020
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emissions level of 596 MMT CO2e under a business as usual (BAU) scenario (this is a reduction of
42 MMT CO2e, or almost 10 percent from 2002–2004 average emissions). The Scoping Plan also
includes CARB-recommended GHG reductions for each emissions sector of the State’s GHG
inventory. The Scoping Plan calls for the largest reductions in GHG emissions to be achieved by
implementing the following measures and standards:
• Improved emissions standards for light-duty vehicles (estimated reductions of 31.7 MMT CO2e);
• The Low-Carbon Fuel Standard (15.0 MMT CO2e);
• Energy efficiency measures in buildings and appliances and the widespread development of
combined heat and power systems (26.3 MMT CO2e); and
• A renewable portfolio standard for electricity production (21.3 MMT CO2e).
The Scoping Plan identifies 18 emission reduction measures that address cap-and-trade programs,
vehicle gas standards, energy efficiency, low carbon fuel standards, renewable energy, regional
transportation-related GHG targets, vehicle efficiency measures, goods movement, solar roof
programs, industrial emissions, high speed rail, green building strategies, recycling, sustainable
forests, water, and air. The measures would result in a total reduction of 174 MMT CO2e by 2020.
On August 24, 2011, the CARB unanimously approved both the new supplemental assessment and
reapproved its Scoping Plan, which provides the overall roadmap and rule measures to carry out
AB 32. The CARB also approved a more robust CEQA equivalent document supporting the
supplemental analysis of the cap-and-trade program. The cap-and-trade took effect on January 1,
2012, with an enforceable compliance obligation that began January 1, 2013.
CARB has not yet determined what amount of GHG reductions it recommends from local
government operations and local land use decisions; however, the Scoping Plan states that land use
planning and urban growth decisions will play an important role in the State’s GHG reductions
because local governments have primary authority to plan, zone, approve, and permit how land is
developed to accommodate population growth and the changing needs of their jurisdictions
(meanwhile, CARB is also developing an additional protocol for community emissions). CARB further
acknowledges that decisions on how land is used will have large impacts on the GHG emissions that
would result from the transportation, housing, industry, forestry, water, agriculture, electricity, and
natural gas emission sectors. The Scoping Plan states that the ultimate GHG reduction assignment to
local government operations is to be determined. With regard to land use planning, the Scoping Plan
expects an approximately 5.0 MMT CO2e reduction due to implementation of SB 375.
In addition to reducing GHG emissions to 1990 levels by 2020, AB 32 directed the CARB and the CAT
to identify a list of “discrete early action GHG reduction measures” that could be adopted and made
enforceable by January 1, 2010. On January 18, 2007, Governor Schwarzenegger signed EO S-1-07,
further solidifying California’s dedication to reducing GHGs by setting a new Low Carbon Fuel
Standard (LCFS). This executive order sets a target to reduce the carbon intensity of California
transportation fuels by at least 10 percent by 2020 and directs the CARB to consider the LCFS as a
discrete early action measure. In 2011, U.S. District Court Judge Lawrence O’Neil issued an
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injunction preventing implementation of the LCFS, ruling that it is unconstitutional. In 2012, the
Ninth Circuit Court of Appeal stayed the District Court’s injunction, allowing implementation of the
LCFS. The Ninth Circuit decided to uphold the LCFS.
In June 2007, the CARB approved a list of 37 early action measures, including three discrete early
action measures (LCFS, Restrictions on GWP Refrigerants, and Landfill CH4 Capture).42 Discrete early
action measures are measures that were required to be adopted as regulations and made effective
no later than January 1, 2010, the date established by Health and Safety Code Section 38560.5. The
CARB adopted additional early action measures in October 2007 that tripled the number of discrete
early action measures. These measures relate to truck efficiency, port electrification, reduction of
PFCs from the semiconductor industry, reduction of propellants in consumer products, proper tire
inflation, and SF6 reductions from the non-electricity sector. The combination of early action
measures is estimated to reduce statewide GHG emissions by nearly 16 MMT.43
The CARB approved the First Update to the Climate Change Scoping Plan on May 22, 2014. The First
Update identifies opportunities to leverage existing and new funds to further drive GHG emission
reductions through strategic planning and targeted low carbon investments. The First Update
defines CARB climate change priorities until 2020, and also sets the groundwork to reach long-term
goals set forth in EOs S-3-05 and B-16-2012. The Update highlights California’s progress toward
meeting the “near-term” 2020 GHG emission reduction goals as defined in the initial Scoping Plan. It
also evaluates how to align the State’s “longer-term” GHG reduction strategies with other State
policy priorities for water, waste, natural resources, clean energy, transportation, and land use.
CARB released a second update to the Scoping Plan, the 2017 Scoping Plan,44 to reflect the 2030
target set by EO B-30-15 and codified by SB 32.
The 2022 Scoping Plan45 was approved in December 2022 and assesses progress towards achieving
the SB 32 2030 target and lay out a path to achieve carbon neutrality no later than 2045. The 2022
Scoping Plan focuses on outcomes needed to achieve carbon neutrality by assessing paths for clean
technology, energy deployment, natural and working lands, and others, and is designed to meet the
State’s long-term climate objectives and support a range of economic, environmental, energy
security, environmental justice, and public health priorities.
Senate Bill 97 (2007)
SB 97, signed by the Governor in August 2007 (Chapter 185, Statutes of 2007; PRC Sections 21083.05
and 21097), acknowledges climate change is a prominent environmental issue that requires analysis
under CEQA. This bill directed the Governor’s Office of Planning and Research (OPR) to prepare,
42 CARB. 2007b. Expanded List of Early Action Measures to Reduce Greenhouse Gas Emissions in California
Recommended for Board Consideration. October.
43 CARB. 2007a. “ARB approves tripling of early action measures required under AB 32” News Release 07-46.
October 25.
44 CARB. 2017a. California’s 2017 Climate Change Scoping Plan. November.
45 CARB. 2021. 2022 Scoping Plan Update. May 10. Website: https://ww2.arb.ca.gov/sites/default/files/
2022-12/2022-sp.pdf (accessed January 2023).
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develop, and transmit to the California Resources Agency guidelines for mitigating GHG emissions or
the effects of GHG emissions, as required by CEQA.
The California Natural Resources Agency adopted the amendments to the State CEQA Guidelines in
November 2018, which went into effect in December 2018. The amendments do not identify a
threshold of significance for GHG emissions, nor do they prescribe assessment methodologies or
specific mitigation measures. The amendments encourage lead agencies to consider many factors in
performing a CEQA analysis, but preserve the discretion granted by CEQA to lead agencies in making
their own determinations based on substantial evidence. The amendments also encourage public
agencies to make use of programmatic mitigation plans and programs when they perform individual
project analyses.
Senate Bill 375 (2008)
SB 375, the Sustainable Communities and Climate Protection Act, which establishes mechanisms for
the development of regional targets for reducing passenger vehicle GHG emissions, was adopted by
the State on September 30, 2008. On September 23, 2010, the CARB adopted the vehicular GHG emissions reduction targets that had been developed in consultation with the MPOs; the targets
require a 6 to 15 percent reduction by 2020 and between 13 to 19 percent reduction by 2035 for
each MPO. SB 375 recognizes the importance of achieving significant GHG reductions by working
with cities and counties to change land use patterns and improve transportation alternatives.
Through the SB 375 process, MPOs such as the Fresno Council of Governments will work with local
jurisdictions in the development of Sustainable Communities Strategy (SCS) designed to integrate
development patterns and the transportation network in a way that reduces GHG emissions while
meeting housing needs and other regional planning objectives. Pursuant to SB 375, the Los Angeles/
Southern California reduction targets for per capita vehicular emissions were 8 percent by 2020 and
are 19 percent by 2035 as shown in Table E.
Table E: Senate Bill 375 Regional Greenhouse Gas Emissions
Reduction Targets
Metropolitan Planning Organization By 2020 (percent) By 2035 (percent)
San Francisco Bay Area 10 19
San Diego 15 19
Sacramento 7 19
Central Valley/San Joaquin 6–13 13–16
Los Angeles/Southern California 8 19
Source: California Air Resources Board (2018).
Executive Order B-30-15 (2015)
Governor Jerry Brown signed EO B-30-15 on April 29, 2015, which added the immediate target of:
• GHG emissions should be reduced to 40 percent below 1990 levels by 2030.
All State agencies with jurisdiction over sources of GHG emissions were directed to implement
measures to achieve reductions of GHG emissions to meet the 2030 and 2050 targets. CARB was
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directed to update the AB 32 Scoping Plan to reflect the 2030 target, and therefore, is moving
forward with the update process. The mid-term target is critical to help frame the suite of policy
measures, regulations, planning efforts, and investments in clean technologies and infrastructure
needed to continue reducing emissions.
Senate Bill 350 (2015) Clean Energy and Pollution Reduction Act
SB 350, signed by Governor Jerry Brown on October 7, 2015, updates and enhances AB 32 by
introducing the following set of objectives in clean energy, clean air, and pollution reduction for
2030:
• Raise California’s renewable portfolio standard from 33 percent to 50 percent; and
• Increasing energy efficiency in buildings by 50 percent by the year 2030.
The 50 percent renewable energy standard will be implemented by the CPUC for the private utilities
and by the CEC for municipal utilities. Each utility must submit a procurement plan showing it will
purchase clean energy to displace other non-renewable resources. The 50 percent increase in
energy efficiency in buildings must be achieved through the use of existing energy efficiency retrofit
funding and regulatory tools already available to state energy agencies under existing law. The
addition made by this legislation requires state energy agencies to plan for, and implement those
programs in a manner that achieves the energy efficiency target.
Senate Bill 32, California Global Warming Solutions Act of 2016, and Assembly Bill 197
In summer 2016 the Legislature passed, and the Governor signed, SB 32, and AB 197. SB 32 affirms
the importance of addressing climate change by codifying into statute the GHG emissions reductions
target of at least 40 percent below 1990 levels by 2030 contained in Governor Brown’s April 2015
EO B-30-15. SB 32 builds on AB 32 and keeps us on the path toward achieving the State’s 2050
objective of reducing emissions to 80 percent below 1990 levels, consistent with an IPCC analysis of
the emissions trajectory that would stabilize atmospheric GHG concentrations at 450 parts per
million CO2e and reduce the likelihood of catastrophic impacts from climate change.
The companion bill to SB 32, AB 197, provides additional direction to CARB related to the adoption
of strategies to reduce GHG emissions. Additional direction in AB 197 meant to provide easier public
access to air emissions data that are collected by CARB was posted in December 2016.
Senate Bill 100
On September 10, 2018, Governor Brown signed SB 100, which raises California’s Renewables
Portfolio Standard (RPS) requirements to 60 percent by 2030, with interim targets, and 100 percent
by 2045. The bill also establishes a state policy that eligible renewable energy resources and zero-
carbon resources supply 100 percent of all retail sales of electricity to California end-use customers
and 100 percent of electricity procured to serve all State agencies by December 31, 2045. Under the
bill, the State cannot increase carbon emissions elsewhere in the western grid or allow resource
shuffling to achieve the 100 percent carbon-free electricity target.
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Executive Order B-55-18
EO B-55-18, signed September 10, 2018, sets a goal “to achieve carbon neutrality as soon as
possible, and no later than 2045, and achieve and maintain net negative emissions thereafter.”
EO B-55-18 directs CARB to work with relevant state agencies to ensure future Scoping Plans identify
and recommend measures to achieve the carbon neutrality goal. The goal of carbon neutrality by
2045 is in addition to other statewide goals, meaning not only should emissions be reduced to
80 percent below 1990 levels by 2050, but that, by no later than 2045, the remaining emissions be
offset by equivalent net removals of CO2e from the atmosphere, including through sequestration in
forests, soils, and other natural landscapes.
Title 24, Part 11, Building Standards Code and CALGreen Code
In November 2008, the California Building Standards Commission established the California Green
Building Standards Code (CALGreen Code), which sets performance standards for residential and
non-residential development to reduce environmental impacts and encourage sustainable
construction practices. The CALGreen Code addresses energy efficiency, water conservation,
material conservation, planning and design, and overall environmental quality. The CALGreen Code
is updated every 3 years and was most recently updated in 2022 to include new mandatory
measures for residential as well as non-residential uses; the new measures took effect on January 1,
2023.
California Building Efficiency Standards (Title 24, Part 6)
The California Building Standards Code, or Title 24 of the California Code of Regulations (CCR)
contains the regulations that govern the construction of buildings in California. Within the Building
Standards Code, two parts pertain to the incorporation of both energy efficient and green building
elements into land use development. Part 6 is California’s Energy Efficiency Standards for Residential
and Non-Residential Buildings. These standards were first adopted in 1978 in response to a
legislative mandate to reduce California’s energy consumption and are updated on an
approximately 3-year cycle to allow consideration and possible incorporation of new energy efficient
technologies and methods. All buildings for which an application for a building permit is submitted
on or after January 1, 2023, must follow the 2022 standards. Energy efficient buildings require less
electricity; therefore, increased energy efficiency reduces fossil fuel consumption and decreases
GHG emissions.
Cap and Trade
The development of a cap-and-trade program was included as a key reduction measure of the CARB
AB 32 Climate Change Scoping Plan. The cap-and-trade program will help put California on the path
to meet its goal of reducing GHG emissions to 1990 levels by 2020 and ultimately achieving an
80 percent reduction from 1990 levels by 2050. The cap-and-trade emissions trading program
developed by the CARB took effect on January 1, 2012, with enforceable compliance obligations
beginning January 1, 2013. The cap-and-trade program aims to regulate GHG emissions from the
largest producers in the State by setting a statewide firm limit, or cap, on allowable annual GHG
emissions. The cap was set in 2013 at approximately 2 percent below the emissions forecast for
2020. In 2014, the cap declined approximately 2 percent. Beginning in 2015 and continuing through
2020, the cap has been declining approximately 3 percent annually. The CARB administered the first
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auction on November 14, 2012, with many of the qualified bidders representing corporations or
organizations that produce large amounts of GHG emissions, including energy companies,
agriculture and food industries, steel mills, cement companies, and universities. On January 1, 2015,
compliance obligation began for distributors of transportation fuels, natural gas, and other fuels.
The cap-and-trade program was initially slated to sunset in 2020 but the passage of SB 398 in 2017
extended the program through 2030.
Executive Order N-79-20
EO N-79-20, which was signed by the Governor on September 23, 2020, sets the following goals for
the State: 100 percent of in-state sales of new passenger cars and trucks shall be zero-emission by
2035; 100 percent of medium- and heavy-duty vehicles in the State shall be zero-emission by 2045
for all operations where feasible and by 2035 for drayage trucks; and 100 percent of off-road
vehicles and equipment in the State shall be zero-emission by 2035, where feasible.
California Integrated Waste Management Act
To minimize the amount of solid waste that must be disposed of in landfills, the State Legislature
passed the California Integrated Waste Management Act of 1989 (AB 939), effective January 1990.
According to AB 939, all cities and counties were required to divert 25 percent of all solid waste
from landfill facilities by January 1, 1995, and 50 percent by January 1, 2000. Through other statutes
and regulations, this 50 percent diversion rate also applies to State agencies. In order of priority,
waste reduction efforts must promote source reduction, recycling and composting, and
environmentally safe transformation and land disposal. In 2011, AB 341 modified the California
Integrated Waste Management Act and directed the California Department of Resources Recycling
and Recovery (CalRecycle) to develop and adopt regulations for mandatory commercial recycling.
The resulting 2012 Mandatory Commercial Recycling Regulation requires that on and after July 1,
2012, certain businesses that generate four cubic yards or more of commercial solid waste per week
shall arrange recycling services. To comply with this requirement, businesses may either separate
recyclables and self-haul them or subscribe to a recycling service that includes mixed waste
processing. AB 341 also established a statewide recycling goal of 75 percent; the 50 percent disposal
reduction mandate still applies for cities and counties under AB 939, the Integrated Waste
Management Act. In April 2016, AB 1826 further modified the California Integrated Waste
Management Act, requiring businesses that generate a specified amount of organic waste per week
to arrange for recycling services for that organic waste in a specified manner. If CalRecycle
determines that statewide disposal of organic waste has not been reduced by 50 percent below
2014 levels by 2020, businesses generating more than two cubic yards of organic waste per week
would be subject to these waste collection requirements. CalRecycle plans to make this assessment
in the fall of 2020. Diverting organic waste from landfills reduces emissions of CH4. This is equivalent
to reducing anaerobic decomposition of organic waste that would have otherwise occurred in
landfills where organic waste is often buried with other inorganic waste.
Low Carbon Fuel Standard
In January 2007, EO S-01-07 established an LCFS. This executive order calls for a statewide goal to be
established to reduce the carbon intensity of California’s transportation fuels by at least 10 percent
by 2020, and that an LCFS for transportation fuels be established for California. The LCFS applies to
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all refiners, blenders, producers, or importers (“Providers”) of transportation fuels in California,
including fuels used by off-road construction equipment. In June 2007, CARB adopted the LCFS
under AB 32 pursuant to Health and Safety Code Section 38560.5, and, in April 2009, CARB approved
the new rules and carbon intensity reference values with new regulatory requirements taking effect
in January 2011. The standards require providers of transportation fuels to report on the mix of fuels
they provide and demonstrate they meet the LCFS intensity standards annually. This is accomplished
by ensuring that the number of “credits” earned by providing fuels with a lower carbon intensity
than the established baseline (or obtained from another party) is equal to or greater than the
“deficits” earned from selling higher intensity fuels. In response to certain court rulings, CARB re-
adopted the LCFS regulation in September 2015, and the LCFS went into effect on January 1, 2016.
In 2018, CARB approved amendments to the regulation to readjust carbon intensity benchmarks to
meet California’s 2030 GHG reductions targets under SB 32. These amendments include
opportunities to promote ZEV adoption, carbon capture and sequestration, and advanced
technologies for decarbonization of the transportation sector.
Advanced Clean Cars Program
In January 2012, CARB approved the Advanced Clean Cars program, which combines the control of
GHG emissions and criteria air pollutants, as well as requirements for greater numbers of ZEVs, into
a single package of regulatory standards for vehicle model years 2017 through 2025. The new
regulations strengthen the GHG standard for 2017 models and beyond. This will be achieved
through existing technologies, the use of stronger and lighter materials, and more efficient
drivetrains and engines. The program’s ZEVs regulation requires battery, fuel cell, and/or plug-in
hybrid electric vehicles to account for up to 15 percent of California’s new vehicle sales by 2025. The
program also includes a clean fuels outlet regulation designed to support the commercialization of
zero-emission hydrogen fuel cell vehicles planned by vehicle manufacturers by 2015 by requiring
increased numbers of hydrogen fueling stations throughout the State. The number of stations will
grow as vehicle manufacturers sell more fuel cell vehicles. By 2025, when the rules will be fully
implemented, the statewide fleet of new cars and light trucks will emit 40 percent fewer GHGs and
75 percent fewer smog-forming emissions than 2012 model year vehicles.
Executive Order B-48-18
In January 2018, Governor Brown signed EO B-48-18 requiring all State entities to work with the
private sector to have at least 5 million ZEVs on the road by 2030, as well as install 200 hydrogen
fueling stations and 250,000 electric vehicle charging stations by 2025. It specifies that 10,000 of the
electric vehicle charging stations should be direct current fast chargers. This order also requires all
State entities to continue to partner with local and regional governments to streamline the
installation of ZEV infrastructure. The Governor’s Office of Business and Economic Development is
required to publish a Plug-in Charging Station Design Guidebook and update the 2015 Hydrogen
Station Permitting Guidebook to aid in these efforts. All State entities are required to participate in
updating the 2016 Zero-Emissions Vehicle Action Plan to help expand private investment in ZEV
infrastructure with a focus on serving low-income and disadvantaged communities. Additionally, all
State entities are to support and recommend policies and actions to expand ZEV infrastructure at
residential land uses, through the LCFS Program, and recommend how to ensure affordability and
accessibility for all drivers.
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Regional Regulations
South Coast Air Quality Management District
In 2008, the SCAQMD formed a Working Group to identify GHG emissions thresholds for land use
projects that could be used by local lead agencies in the Basin. The Working Group developed
several different options that are contained in the SCAQMD 2008 draft guidance document titled
Interim CEQA GHG Significance Threshold for Stationary Sources, Rules and Plans46 that could be
applied by lead agencies. On September 28, 2010, SCAQMD Working Group Meeting No. 15
provided further guidance, including a tiered approach for evaluating GHG emissions for
development projects where the SCAQMD is not the lead agency. The SCAQMD has not presented a
finalized version of these thresholds to the governing board.
The SCAQMD identifies the emissions level for which a project would not be expected to
substantially conflict with any State legislation adopted to reduce statewide GHG emissions. As such,
the utilization of a service population represents the rates of emissions needed to achieve a fair
share of the State’s mandated emissions reductions. Overall, the SCAQMD identifies a GHG
efficiency level that, when applied statewide or to a defined geographic area, would meet the year
2020 and post-2020 emissions targets as required by AB 32 and SB 32. If projects are able to achieve
targeted rates of emissions per the service population, the State will be able to accommodate
expected population growth and achieve economic development objectives, while also abiding by
AB 32’s emissions target and future post-2020 targets.
Southern California Association of Governments
On September 3, 2020, SCAG adopted Connect SoCal–The 2020–2045 Regional Transportation
Plan/Sustainable Communities Strategy (2020–2045 RTP/SCS).47 In general, the SCS outlines a
development pattern for the region, which, when integrated with the transportation network and
other transportation measures and policies, would reduce VMT from automobiles and light-duty
trucks and thereby reduce GHG emissions from these sources. For the SCAG region, CARB has set
GHG reduction targets at 8 percent below 2005 per capita emissions levels by 2020, and 19 percent
below 2005 per capita emissions levels by 2035. The RTP/SCS lays out a strategy for the region to
meet these targets. Overall, the SCS is meant to provide growth strategies that will achieve the
regional GHG emissions reduction targets. Land use strategies to achieve the region’s targets include
planning for new growth around high-quality transit areas and livable corridors, and creating
neighborhood mobility areas to integrate land use and transportation and plan for more active
lifestyles.48 However, the SCS does not require that local General Plans, Specific Plans, or zoning be
consistent with the SCS; SCAG is required to consider local land use controls when drafting the SCS.
46 SCAQMD. 2008b. Interim CEQA GHG Significance Threshold for Stationary Sources, Rules and Plans.
47 Southern California Association of Governments (SCAG). 2020. Connect SoCal: The 2020–2045 Regional
Transportation Plan/Sustainable Communities Strategy of the Southern California Association of
Governments. Website: https://scag.ca.gov/sites/main/files/file-attachments/0903fconnectsocal-plan_0.
pdf?1606001176 (accessed February 2023).
48 SCAG. 2020. Connect SoCal: The 2020–2045 Regional Transportation Plan/Sustainable Communities
Strategy of the Southern California Association of Governments. Website: https://scag.ca.gov/sites/main/
files/file-attachments/0903fconnectsocal-plan_0.pdf?1606001176 (accessed February 2023).
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Local Regulations
County of San Bernardino Regional Greenhouse Gas Reduction Plan
As a response to the 2006 AB 32 law, a project partnership led by the San Bernardino Associated
Governments, the predecessor agency to the San Bernardino County Transportation Authority
(SBCTA), has compiled an inventory of GHG emissions and developed reduction measures that was
adopted by the 21 Partnership Cities of San Bernardino County. The regional GHG reduction plan will
serve as the basis for cities in San Bernardino County to develop more detailed community level
climate action plans.
The City of Fontana was a participant in the San Bernardino County Regional Greenhouse Gas
Reduction Plan, which identifies the County’s vision and goals on reducing GHG emissions in the
different cities, local government facilities, and communities. In response to these initiatives, an
informal project partnership, led by the San Bernardino Council of Governments (SBCOG), compiled
a GHG emissions inventory and an evaluation of reduction measures that could be adopted by the
25 Partnership Cities of San Bernardino County. The Partnership has committed to undertake the
following actions that will reduce GHG emissions associated with its regional (or countywide)
activities:
• Prepare a baseline (2016) GHG emissions inventory for each of the 25 Partnership Jurisdictions
in the County.
• Prepare a future year (2020, 2030, and 2045) GHG emissions forecasts for each of the
jurisdictions.
• Develop general GHG reduction measures and jurisdiction-specific measures appropriate for
each jurisdiction.
• Develop consistent baseline in information for jurisdictions to use for their development of
community climate action plans (CAPs) meeting jurisdiction-identified reduction goals.
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SETTING
This section provides the current SCAQMD attainment status, climate and air quality, ambient air
quality monitoring results, and GHG emissions inventory.
ATTAINMENT STATUS
The CARB is required to designate areas of the state as attainment, nonattainment, or unclassified
for all State standards. An attainment designation for an area signifies that pollutant concentrations
did not violate the standard for that pollutant in that area. A nonattainment designation indicates
that a pollutant concentration violated the standard at least once, excluding those occasions when a
violation was caused by an exceptional event, as defined in the criteria. An unclassified designation
signifies that data do not support either an attainment or nonattainment status. The CCAA divides
districts into moderate, serious, and severe air pollution categories, with increasingly stringent
control requirements mandated for each category.
The USEPA designates areas for O3, CO, and NO2 as either does not meet the primary standards, or
cannot be classified, or better than national standards. For SO2, areas are designated as does not
meet the primary standards, does not meet the secondary standards, cannot be classified, or better
than national standards.
Table F provides a summary of the attainment status for the Basin with respect to NAAQS and
CAAQS.
Table F: Attainment Status of Criteria Pollutants in the South Coast Air Basin
Pollutant State Federal
O3 1 hour Nonattainment Extreme Nonattainment
O3 8 hour Nonattainment Extreme Nonattainment
PM10 Nonattainment Attainment/Maintenance
PM2.5 Nonattainment Serious Nonattainment
CO Attainment Attainment/Maintenance
NO2 Attainment Attainment/Maintenance
SO2 N/A Attainment/Unclassified
Lead Attainment Attainment1
All others Attainment/Unclassified Attainment/Unclassified
Source: South Coast Air Quality Management District (2018).
1 Except in Los Angeles County. CO = carbon monoxide
N/A = not applicable
NO2 = nitrogen dioxide O3 = ozone
PM10 = particulate matter less than 10 microns in size
PM2.5 = particulate matter less than 2.5 microns in size
SO2 = sulfur dioxide
EXISTING CLIMATE AND AIR QUALITY
Air quality in the planning area is not only affected by various emission sources (e.g., mobile and
industry), but also by atmospheric conditions (e.g., wind speed, wind direction, temperature, and
rainfall). The combination of topography, low mixing height, abundant sunshine, and emissions from
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the second-largest urban area in the United States gives the Basin some of the worst air pollution in
the nation.
The annual average temperature varies little throughout the Basin, ranging from the low to middle
60s°F. With a more pronounced oceanic influence, coastal areas show less variability in annual
minimum and maximum temperatures than inland areas. The climatological station closest to the
site is the Fontana Kaiser station.49 The monthly average maximum temperature recorded at this
station ranged from 66.8°F in January to 95.0°F in July, with an annual average maximum of 79.4°F.
The monthly average minimum temperature recorded at this station ranged from 44.0°F in January
to 62.9°F in August, with an annual average minimum of 52.3°F. These levels are representative of
the project area.
The majority of annual rainfall in the Basin occurs between November and April. Summer rainfall is
minimal and is generally limited to scattered thundershowers in coastal regions and slightly heavier
showers in the eastern portion of the Basin and along the coastal side of the mountains. Average
monthly rainfall at the Fontana Kaiser station varied from 0.01 inch in July to 3.65 inches in January,
with an annual total of 15.32 inches. Patterns in monthly and yearly rainfall totals are unpredictable
due to fluctuations in the weather.
The Basin experiences a persistent temperature inversion (increasing temperature with increasing
altitude) as a result of the Pacific high. This inversion limits the vertical dispersion of air
contaminants, holding them relatively near the ground. As the sun warms the ground and the lower
air layer, the temperature of the lower air layer approaches the temperature of the base of the
inversion (upper) layer until the inversion layer finally breaks, allowing vertical mixing with the lower
layer. This phenomenon is observed in mid-afternoon to late afternoon on hot summer days when
the air appears to clear up suddenly. Winter inversions frequently break by midmorning.
Winds in the project area blow predominantly from the south-southwest, with relatively low
velocities. Wind speeds in the project area average about 5 miles per hour (mph). Summer wind
speeds average slightly higher than winter wind speeds. Low average wind speeds, together with a
persistent temperature inversion, limit the vertical dispersion of air pollutants throughout the Basin.
Strong, dry, north or northeasterly winds, known as Santa Ana winds, occur during the fall and winter
months, dispersing air contaminants. The Santa Ana conditions tend to last for several days at a time.
The combination of stagnant wind conditions and low inversions produces the greatest pollutant
concentrations. On days of no inversion or high wind speeds, ambient air pollutant concentrations
are the lowest. During periods of low inversions and low wind speeds, air pollutants generated in
urbanized areas are transported predominantly on shore into Riverside and San Bernardino
Counties. In the winter, the greatest pollution problems are CO and NOX because of extremely low
inversions and air stagnation during the night and early morning hours. In the summer, the longer
daylight hours and brighter sunshine combine to cause a reaction between hydrocarbons and NOx to
form photochemical smog. Smog is a general term that is naturally occurring fog that has become
mixed with smoke or pollution. In this context it is better described as a form of air pollution
49 Western Regional Climate Center. Recent Climate in the West. Website: http://www.wrcc.dri.edu,
(accessed February 2023).
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produced by the photochemical reaction of sunlight with pollutants that have been released into the
atmosphere, especially by automotive emissions.
AIR QUALITY MONITORING RESULTS
Air quality monitoring stations are located throughout the nation and are maintained by the local air
pollution control district and State air quality regulating agencies. The SCAQMD, together with the
CARB, maintains ambient air quality monitoring stations in the Basin. The air quality monitoring
stations closest to the project site are located at 24302 4th Street in the City of San Bernardino and
14360 Arrow Boulevard in the City of Fontana.
Pollutant monitoring results for years 2019 to 2021 at the San Bernardino and Fontana ambient air
quality monitoring stations, shown in Table G, indicate that air quality in the area has generally been
moderate. As indicated in the monitoring results, the federal PM10 standard had no exceedances in
2019, one in 2020, and one in 2021. The State PM10 standard was exceeded 4 times in 2019, 8 times
in 2020, and 4 times in 2021. The PM2.5 federal standard had one exceedance in 2019, 2
exceedances in 2020, and one exceedance in 2021. The 1-hour ozone State standard was exceeded
63 times in 2019, 89 times in 2020, and 66 times in 2021. The 8-hour ozone State standard was
exceeded 96 times in 2019, 132 times in 2020, and 101 times in 2021. The 8-hour ozone federal
standard was 96 times in 2019, 130 times in 2020, and 98 times in 2021. In addition, the CO, SO2,
and NO2 standards were not exceeded in this area during the 3-year period.
GREENHOUSE GAS EMISSIONS INVENTORY
An emissions inventory that identifies and quantifies the primary human-generated sources and
sinks of GHGs is a well-recognized and useful tool for addressing climate change. This section
summarizes the latest information on global, United States, and California GHG emission
inventories.
Global Emissions
Worldwide emissions of GHGs in 2018 totaled 25.6 billion metric tons of CO2e. Global estimates are
based on country inventories developed as part of the programs of the United Nations Framework
Convention on Climate Change.50
50 United Nations Framework Convention on Climate Change (UNFCCC). 2021. GHG Data from UNFCCC.
Website: unfccc.int/process-and-meetings/transparency-and-reporting/greenhouse-gas-data/ghg-data-
unfccc/ghg-data-from-unfccc (accessed February 2023).
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Table G: Ambient Air Quality at Nearby Monitoring Stations
Pollutant Standard 2019 2020 2021
Carbon Monoxide (CO)1
Maximum 1-hour concentration (ppm) 2.7 1.5 2.0
Number of days exceeded: State: > 20 ppm 0 0 0
Federal: > 35 ppm 0 0 0
Maximum 8-hour concentration (ppm) 1.1 1.4 1.6
Number of days exceeded: State: > 9 ppm 0 0 0
Federal: > 9 ppm 0 0 0
Ozone (O3)2
Maximum 1-hour concentration (ppm) 0.127 0.162 0.142
Number of days exceeded: State: > 0.09 ppm 63 89 66
Maximum 8-hour concentration (ppm) 0.115 0.129 0.113
Number of days exceeded: State: > 0.07 ppm 96 132 101
Federal: > 0.07 ppm 96 130 98
Coarse Particulates (PM10)2
Maximum 24-hour concentration (µg/m3) 92.2 100.8 71.2
Number of days exceeded: State: > 50 µg/m3 4 8 4
Federal: > 150 µg/m3 0 1 1
Annual arithmetic average concentration (µg/m3) 30.5 ND 31.7
Exceeded for the year: State: > 20 µg/m3 Yes ND ND
Federal: > 50 µg/m3 No ND No
Fine Particulates (PM2.5)2
Maximum 24-hour concentration (µg/m3) 60.5 56.6 57.9
Number of days exceeded: Federal: > 35 µg/m3 1 2 1
Annual arithmetic average concentration (µg/m3) ND ND ND
Exceeded for the year: State: > 12 µg/m3 ND ND ND
Federal: > 15 µg/m3 ND ND ND
Nitrogen Dioxide (NO2)2
Maximum 1-hour concentration (ppm) 0.059 0.054 0.056
Number of days exceeded: State: > 0.250 ppm 0 0 0
Annual arithmetic average concentration (ppm) 0.015 0.015 0.014
Exceeded for the year: Federal: > 0.053 ppm No No No
Sulfur Dioxide (SO2)1
Maximum 1-hour concentration (ppm) 0.0024 0.0025 0.005
Number of days exceeded: State: > 0.25 ppm 0 0 0
Maximum 24-hour concentration (ppm) 0.0009 0.0009 0.0009
Number of days exceeded: State: > 0.04 ppm 0 0 0
Federal: > 0.14 ppm 0 0 0
Annual arithmetic average concentration (ppm) 0.00035 0.00041 0.00024
Exceeded for the year: Federal: > 0.030 ppm No No No
0 Sources: CARB (2021) and USEPA (20221 Data taken from the 14360 Arrow Boulevard, Fontana Monitoring Station.
2 Data taken from the 24302 4th Street, San Bernardino Monitoring Station.
µg/m3 = micrograms per cubic meter CARB = California Air Resources Board ND = No data. There were insufficient (or no) data to determine the value.
ppm = parts per million
USEPA = United States Environmental Protection Agency
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United States Emissions
In 2020, the year for which the most recent data are available, the United States emitted about
5,222 million metric tons of CO2e (MMT CO2e). Overall, emissions in 2020 decreased by 11 percent
since 2019 and were 21 percent lower than 2005 levels. The primary driver for the decrease was an
11 percent decrease in CO2 emissions from fossil fuel combustion. This decrease was primarily due
to a 13 percent decrease in transportation emissions driven by decreased demand due to the
ongoing COVID-19 pandemic. Electric power sector emissions also decreased 10 percent, reflecting
both a slight decrease in demand from the COVID-19 pandemic and a continued shift from coal to
less carbon intensive natural gas and renewables. Of the five major sectors – residential and
commercial, agricultural, industry, transportation, and electricity generation – transportation
accounted for the highest amount of GHG emissions in 2020 (approximately 27 percent), with
electricity generation second at 27 percent and emissions from industry third at 24 percent.51
State of California Emissions
The State emitted approximately 369.2 MMT CO2e emissions in 2020, 35.3 MMT CO2e lower than
2019 levels and 61.8 MMT CO2e below the 2020 GHG limit of 431 MMT CO2e.52 The California Air
Resources Board (CARB) estimates that transportation was the source of approximately 37 percent
of the State’s GHG emissions in 2020, which is a smaller share than recent years, as the
transportation sector saw a significant decrease of 26.6 MMT CO2e in 2020, likely due in large part
to the impact of the COVID-19 pandemic. The next largest sources included industrial sources at
approximately 20 percent and electricity generation at 16 percent. The remaining sources of GHG
emissions were commercial and residential activities at 10 percent, agriculture at 9 percent, high
GWP at 6 percent, and waste at 2 percent.53
City of Fontana Emissions
The City of Fontana’s goal is to reduce emissions to a level that is 46 percent below its 2008 GHG
emissions level by 2030. The City will meet this goal subject to reduction measures that are
technologically feasible and cost effective per AB 32 through a combination of State (approximately
75 percent) and local (approximately 25 percent) efforts. The City has exceeded this goal but has
committed to several additional local measures. Table H summarizes the 2016 inventory, the 2030
business-as-usual (BAU) forecast, and the GHG reduction results by sector. The greatest emissions
reductions came from waste, building energy, and on-road transportations. .
51 USEPA. 2021. Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2019. Website: https://www.
epa.gov/ghgemissions/inventory-us-greenhouse-gas-emissions-and-sinks-1990-2019 (accessed February
2023).
52 CARB. 2022a. California Greenhouse Gas Emissions for 2000 to 2020, Trends of Emissions and Other
Indicators Report. Website: https://ww2.arb.ca.gov/sites/default/files/classic/cc/inventory/2000-2020_ghg_inventory_trends.pdf (accessed February 2023).
53 Ibid.
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Table H: Emission Reductions by Sector for the City of Fontana
Sector 2016 Emissions (MT CO2e)
2030 BAU
(MT CO2e)
2030 Reductions (MT CO2e)
2030 Emissions w/Reduction Plan (MT CO2e)
Reduction
Percentage
Building Energy 385,933 458,378 258,552 172,826 62.3
On-Road Transportation 616,723 688,573 241,702 446,871 35.1
Off-Road Transportation 23,220 32,595 1,344 31,251 4.1
Waste 86,844 101,750 84,374 17,376 82.9
Agriculture 1,016 572 0 572 0.0
Wastewater Treatment 6,610 7,744 734 7,010 9.5
Water Conveyance 10,581 11,893 1,433 10,461 12.0
GHG Performance Standard* - - 34,412 - -
Total Emissions 1,130,927 1,301,505 649,550 651,955 49.9
Reduction Goal - - - 698,844 -
Goal Met? - - - Yes -
Reductions Beyond Goal - - - 37,889 -
Source: San Bernardino County Regional Greenhouse Gas Reduction Plan (2021).
Note: Values may not sum due to rounding 0 1 The GHG Performance Standard for New Development is not a sector of the inventory, but it contributes toward the City’s reduction goal by promoting reductions in multiple sectors.
BAU = business as usual
GHG = greenhouse gas MT CO2e = million metric tons of carbon dioxide equivalent
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METHODOLOGY
The methodology used to estimate air quality, health risk, GHG, and energy impacts is described
below.
CONSTRUCTION EMISSIONS
Construction activities can generate a substantial amount of air pollution. Construction activities are
considered temporary; however, short-term impacts can contribute to exceedances of air quality
standards. Construction activities include demolition, site preparation, earthmoving, and general
construction. The emissions generated from these common construction activities include fugitive
dust from soil disturbance, fuel combustion from mobile heavy-duty diesel and gasoline powered
equipment, portable auxiliary equipment, and worker commute trips.
The California Emissions Estimator Model version 2022.1 (CalEEMod) computer program was used
to calculate emissions from on-site construction equipment and emissions from worker and vehicle
trips to the site. This analysis assumes that construction would begin in September 2023, and would
occur for approximately 22 months, ending in July 2025 which was included in CalEEMod. In
addition, the proposed project would require the net import of approximately 3,385 cubic yards of
soil, which was also included in CalEEMod. This analysis assumes the use of Tier 2 construction
equipment and that the proposed project would comply with SCAQMD Rule 403 measures. All other
construction details are not yet known; therefore, default assumptions (e.g., construction worker
and truck trips and fleet activities) from CalEEMod were used.
OPERATIONAL EMISSIONS
The air quality analysis includes estimating emissions associated with long-term operation of the
proposed project. Consistent with the SCAQMD guidance for estimating emissions associated with
land use development projects, the CalEEMod computer program was used to calculate the long-
term operational emissions associated with the project. The proposed project analysis was
conducted using land use codes Single-Family Housing and Parking Lot. Trip generation rates used in
CalEEMod for the project were based on the project’s trip generation of approximately 453 average
daily trips. In addition, the proposed project would not include natural gas, and no natural gas
demand is anticipated during operation of the project.
ENERGY USE
The analysis of electricity usage is based on the CalEEMod modeling, which quantifies energy use for
project operations. Fuel consumption (diesel fuel and gasoline) from vehicle trips during operation
was estimated for the opening year (2025) of the proposed project based on trip estimates from the
CalEEMod model and fuel efficiencies from the CARB’s EMFAC2021 model. Estimates of fuel
consumption (diesel fuel and gasoline) from construction trucks and construction worker vehicles
were based on trip estimates from the CalEEMod model and fuel efficiencies from the CARB
EMFAC2021 model.
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The analysis focuses on the sources of energy that are relevant to the proposed project: electricity,
project construction equipment fuel, and vehicle fuel necessary for project operations. For the
purposes of this analysis, the amount of electricity, construction fuel, and fuel use from operations
are quantified and compared to that consumed in San Bernardino County. The electricity use of the
proposed project is analyzed as a whole on an annual basis.
GREENHOUSE GAS ANALYSIS
Recognizing that the field of global climate change analysis is rapidly evolving, the approaches
advocated most recently indicate that for determining a project’s contribution to GHG emissions,
lead agencies should calculate, or estimate, emissions from vehicular traffic, energy consumption,
water conveyance and treatment, waste generation, construction activities, and any other
significant source of emissions within the project area. The CalEEMod results were used to quantify
GHG emissions generated by the project.
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THRESHOLDS OF SIGNIFICANCE
The State CEQA Guidelines indicate that a project would normally have a significant adverse air
quality impact if project-generated pollutant emissions would:
• Conflict with or obstruct implementation of the applicable air quality plan;
• Result in a cumulatively considerable net increase of any criteria pollutant for which the project
is nonattainment under applicable federal or state ambient air quality standards;
• Expose sensitive receptors to substantial pollutant concentrations; or
• Result in other emissions (such as those leading to odors) affecting a substantial number of
people.
The State CEQA Guidelines indicate that a project would normally have a significant adverse energy
impact 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.
The State CEQA Guidelines indicate that a project would normally have a significant adverse
greenhouse gas emission impact if the project would:
• Generate greenhouse gas emissions, either directly or indirectly, that may have a significant
impact on the environment; or
• Conflict with an applicable plan, policy or regulation adopted for the purpose of reduction the
emissions of greenhouse gases.
Certain air districts (e.g., SCAQMD) have created guidelines and requirements to conduct air quality
analysis. The SCAQMD’s current guidelines, the CEQA Air Quality Handbook with associated updates,
were followed in this assessment of air quality and GHG impacts for the proposed project.
CRITERIA POLLUTANT THRESHOLDS
SCAQMD has established daily emissions thresholds for construction and operation of a proposed
project in the Basin. The emissions thresholds were established based on the attainment status of
the Basin with regard to air quality standards for specific criteria pollutants. Because the
concentration standards were set at a level that protects public health with an adequate margin of
safety, these emissions thresholds are regarded as conservative and would overstate an individual
project’s contribution to health risks.
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Table I lists the CEQA significance thresholds for construction and operational emissions established
for the Basin. Projects in the Basin with construction- or operation-related emissions that exceed
any of their respective emission thresholds would be considered significant under SCAQMD
guidelines. These thresholds, which SCAQMD developed and that apply throughout the Basin, apply
as both project and cumulative thresholds. If a project exceeds these standards, it is considered to
have a project-specific and cumulative impact.
Table I: Regional Thresholds for Construction and Operational Emissions
Emissions Source Pollutant Emissions Threshold (lbs/day)
VOCs NOx CO PM10 PM2.5 SOx
Construction 75 100 550 150 55 150
Operations 55 55 550 150 55 150
Source: SCAQMD. Air Quality Significance Thresholds. Website: http://www.aqmd.gov/docs/default-source/ceqa/handbook/scaqmd-
air-quality-significance-thresholds.pdf (accessed February 2022).
CO = carbon monoxide lbs/day = pounds per day NOx = nitrogen oxides
PM10 = particulate matter less than 10 microns in size
PM2.5 = particulate matter less than 2.5 microns in size SCAQMD = South Coast Air Quality Management District SOX = sulfur oxides
VOCs = volatile organic compounds
LOCALIZED IMPACTS ANALYSIS
The SCAQMD published its Final Localized Significance Threshold Methodology in July 2008,
recommending that all air quality analyses include an assessment of air quality impacts to nearby
sensitive receptors.54 This guidance was used to analyze potential localized air quality impacts
associated with construction of the proposed project. Localized significance thresholds (LST) are
developed based on the size or total area of the emission source, the ambient air quality in the
source receptor area, and the distance to the project. Sensitive receptors include residences,
schools, hospitals, and similar uses that are sensitive to adverse air quality.
LSTs are based on the ambient concentrations of that pollutant within the project Source Receptor
Area (SRA) and the distance to the nearest sensitive receptor. For the proposed project, the
appropriate SRA for the LST is the nearby Central San Bernardino Valley (SRA 34). SCAQMD provides
LST screening tables for 25, 50, 100, 200, and 500-meter source-receptor distances. As identified
above, the closest sensitive receptors to the project site include the single-family residential uses
located approximately less than 10 feet (3 meters) from the project site boundary. In cases where
receptors may be closer than 82 feet (25 meters), any distances within the 82-foot (25-meter) buffer
zone can be used. As such, the minimum distance of 25 meters was used. Based on the anticipated
construction equipment, it is assumed that the maximum daily disturbed acreage for the proposed
project would be 3.5 acres.55 Table J lists the emissions thresholds that apply during project
construction and operation.
54 SCAQMD. 2008a. Final Localized Significance Threshold Methodology. July.
55 SCAQMD. n.d. Fact Sheet for Applying CalEEMod to Localized Significance Thresholds. Website:
http://www.aqmd.gov/docs/default-source/ceqa/handbook/localized-significance-thresholds/caleemod-
guidance.pdf (accessed February 2023).
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Table J: South Coast Air Quality Management District Localized Significance Thresholds
Emissions Source Pollutant Emissions Threshold (lbs/day)
NOx CO PM10 PM2.5
Construction 220.0 1,359.0 11.0 6.0
Operations 220.0 1,359.0 3.0 1.5
Source: South Coast Air Quality Management District (2008). CO = carbon monoxide lbs/day = pounds per day
NOx = nitrogen oxides
PM10 = particulate matter less than 10 microns in size PM2.5 = particulate matter less than 2.5 microns in size
LOCAL MICROSCALE CONCENTRATION STANDARDS
The significance of localized project impacts under CEQA depends on whether ambient CO levels in
the vicinity of the project are above or below State and federal CO standards. Because ambient CO
levels are below the standards throughout the Basin, a project would be considered to have a
significant CO impact if project emissions result in an exceedance of one or more of the 1-hour or
8-hour standards. The following are applicable local emission concentration standards for CO:
• California State 1-hour CO standard of 20 parts per million (ppm)
• California State 8-hour CO standard of 9 ppm
GLOBAL CLIMATE CHANGE
To provide guidance to local lead agencies on determining significance for GHG emissions in their
CEQA documents, SCAQMD convened a GHG CEQA Significance Threshold Working Group (Working
Group). Based on the last Working Group meeting held in September 2010 (Meeting No. 15),
SCAQMD proposed to adopt a tiered approach for evaluating GHG emissions for development
projects where SCAQMD is not the lead agency:
• Tier 1. Exemptions: If a project is exempt from CEQA, project-level and cumulative GHG
emissions are less than significant.
• Tier 2. Consistency with a locally adopted GHG Reduction Plan: If the project complies with a
GHG emissions reduction plan or mitigation program that avoids or substantially reduces GHG
emissions in the project’s geographic area (i.e., city or county), project-level and cumulative
GHG emissions are less than significant.
• Tier 3. Numerical Screening Threshold: If GHG emissions are less than the numerical screening-
level threshold, project-level and cumulative GHG emissions are less than significant.
For projects that are not exempt or where no qualifying GHG reduction plans are directly
applicable, SCAQMD requires an assessment of GHG emissions. SCAQMD, under Option 1, is
proposing a “bright-line” screening-level threshold of 3,000 metric tons (MT) of CO2e (or MT
CO2e) per year (or MT CO2e/yr) for all land use types or, under Option 2, the following land-use-
specific thresholds: 1,400 MT CO2e commercial projects; 3,500 MT CO2e for residential projects;
or 3,000 MT CO2e for mixed-use projects. This bright-line threshold is based on a review of the
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OPR database of CEQA projects. Based on their review of 711 CEQA projects, 90 percent of
CEQA projects would exceed the bright-line thresholds identified above. Therefore, projects that
do not exceed the bright-line threshold would have a nominal and therefore less than
cumulatively considerable impact on GHG emissions.
• Tier 4. Performance Standards: If emissions exceed the numerical screening threshold, a more
detailed review of the project’s GHG emissions is warranted. SCAQMD has proposed an
efficiency target for projects that exceed the bright-line threshold. The current recommended
approach consists of per capita efficiency targets. SCAQMD is not recommending use of a
percent emissions reduction target. Instead, SCAQMD proposes an efficiency target of 4.8 MT
CO2e/yr per service population (for project-level analyses and 6.6 MT CO2e/yr per service
population for plan-level projects (e.g., program-level projects such as general plans). The GHG
efficiency metric divides annualized GHG emissions by the service population, which is the sum
of residents and employees, per the following equation:
Rate of Emission: GHG Emissions (MT CO2e/yr) ÷ Service Population
The efficiency evaluation consists of comparing the project’s efficiency metric to efficiency
targets. Efficiency targets represent the maximum quantity of emissions each resident and
employee in the State of California could emit in various years based on emissions levels
necessary to achieve the statewide GHG emissions reduction goals. A project that results in a
lower rate of emissions would be more efficient than a project with a higher rate of emissions,
based on the same service population. The metric considers GHG reduction measures integrated
into a project’s design and operation (or through mitigation).
For the purpose of this analysis, the proposed project will be compared to the threshold of 3,000 MT
CO2e/yr for all land use types. The project is also evaluated for compliance with the County’s
Greenhouse Gas Reduction Plan and the 2022 Scoping Plan.
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IMPACTS ANALYSIS
This section identifies the air quality, energy, and GHG emissions impacts associated with
implementation of the proposed project.
AIR QUALITY IMPACTS
Air pollutant emissions associated with the project would occur over the short term from
construction activities and over the long term from operational activities associated with the
proposed land uses.
Consistency with Applicable Air Quality Plans
A consistency determination plays an essential role in local agency project review by linking local
planning and unique individual projects to the air quality plans. A consistency determination fulfills
the CEQA goal of fully informing local agency decision-makers of the environmental costs of the
project under consideration at a stage early enough to ensure that air quality concerns are
addressed. Only new or amended General Plan elements, Specific Plans, and significantly unique
projects need to undergo a consistency review due to the air quality plan strategy being based on
projections from local General Plans.
The AQIP is based on regional growth projections developed by SCAG. The proposed project would
include 48 residential units and associated improvements. The proposed project would not house
more than 1,000 persons, occupy more than 40 acres of land, or encompass more than 650,000 sq ft
of floor area. Thus, the proposed project would not be defined as a regionally significant project
under CEQA; therefore, it does not meet SCAG’s Intergovernmental Review criteria.
The City’s General Plan is consistent with the SCAG Regional Comprehensive Plan Guidelines and the
SCAQMD AQMP. Pursuant to the methodology provided in the SCAQMD’s CEQA Air Quality
Handbook, consistency with the Basin 2022 AQMP is affirmed when a project (1) would not increase
the frequency or severity of an air quality standards violation or cause a new violation, and (2) is
consistent with the growth assumptions in the AQMP. Consistency review is presented as follows:
1. The project would result in short-term construction and long-term operational pollutant
emissions that are all less than the CEQA significance emissions thresholds established by
SCAQMD, as demonstrated below; therefore, the project would not result in an increase in the
frequency or severity of an air quality standards violation or cause a new air quality standard
violation.
2. The CEQA Air Quality Handbook indicates that consistency with AQMP growth assumptions must
be analyzed for new or amended General Plan elements, Specific Plans, and significant projects.
Significant projects include airports, electrical generating facilities, petroleum and gas refineries,
designation of oil drilling districts, water ports, solid waste disposal sites, and offshore drilling
facilities; therefore, the proposed project is not defined as significant. In addition, the proposed
project would not require a change to the General Plan land use designation or the current
zoning, and would be consistent with the City’s General Plan and Zoning Ordinance.
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Based on the consistency analysis presented above, the proposed project would be consistent with
the regional AQMP.
Criteria Pollutant Analysis
The Basin is designated as non-attainment for O3 and PM2.5 for federal standards and non-attainment
for O3, PM10, and PM2.5 for State standards. The SCAQMD’s nonattainment status is attributed to the
region’s development history. Past, present, and future development projects contribute to the
region’s adverse air quality impacts on a cumulative basis. By its very nature, air pollution is largely a
cumulative impact. No single project is sufficient in size to, by itself, result in nonattainment of AAQS.
Instead, a project’s individual emissions contribute to existing cumulatively significant adverse air
quality impacts. If a project’s contribution to the cumulative impact is considerable, then the project’s
impact on air quality would be considered significant.
In developing thresholds of significance for air pollutants, the SCAQMD considered the emission
levels for which a project’s individual emissions would be cumulatively considerable. If a project
exceeds the identified significance thresholds, its emissions would be cumulatively considerable,
resulting in significant adverse air quality impacts to the region’s existing air quality conditions.
Therefore, additional analysis to assess cumulative impacts is unnecessary. The following analysis
assesses the potential project-level construction- and operation-related air quality impacts.
Construction Emissions
During construction, short-term degradation of air quality may occur due to the release of particulate
emissions generated by demolition, grading, paving, building, and other activities. Emissions from
construction equipment are also anticipated and would include CO, NOx, ROGs, directly emitted
particulate matter (PM2.5 and PM10), and TACs such as diesel exhaust particulate matter.
Project construction activities would include demolition, grading, site preparation, building, paving,
and architectural coating activities. Construction-related effects on air quality from the proposed
project would be greatest during the site preparation phase due to the disturbance of soils. If not
properly controlled, these activities would temporarily generate particulate emissions.
Construction emissions were estimated for the project using CalEEMod. Table K lists the tentative
project construction schedule based on a 22-month duration project. Table L lists the potential
construction equipment to be used during project construction under each phase of construction.
Other precise details of construction activities are unknown at this time; therefore, default settings
(e.g., construction equipment) from CalEEMod were assumed. Table M identifies the maximum daily
emissions associated with construction activities. CalEEMod output sheets are included in
Appendix A.
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Table K: Tentative Project Construction Schedule
Phase Number Phase Name Phase Start Date Phase End Date Number of Days/Week Number of Days
1 Site Preparation 9/4/2023 10/13/2023 5 30
2 Grading 10/16/2023 12/15/2023 5 45
3 Building
Construction 12/18/2023 6/27/2025 5 400
4 Paving 6/30/2025 7/18/2025 5 15
5 Architectural Coating 10/21/2024 7/25/2025 5 200
Source: Compiled by LSA assuming construction would start in September 2023, and occur for 22 months, ending in July 2025.
(December 2022) Note: Architectural coating phase was extended to overlap with the building construction phase.
Table L: Diesel Construction Equipment Utilized by Construction Phase
Construction Phase Off-Road Equipment Type
Off-Road
Equipment
Unit Amount
Hours Used per Day Horsepower Load Factor
Site Preparation Rubber Tired Dozers 3 8 367 0.40
Tractors/Loaders/Backhoes 4 8 84 0.37
Grading
Excavators 2 8 36 0.38
Graders 1 8 148 0.41
Rubber Tired Dozers 1 8 367 0.40
Scrapers 2 8 423 0.48
Tractors/Loaders/Backhoes 2 8 84 0.37
Building Construction
Cranes 1 7 367 0.29
Forklifts 3 8 82 0.20
Generator Sets 1 8 14 0.74
Tractors/Loaders/Backhoes 3 7 84 0.37
Welders 1 8 46 0.45
Paving
Pavers 2 8 81 0.42
Paving Equipment 2 8 89 0.36
Rollers 2 8 36 0.38
Architectural Coating Air Compressors 1 6 37 0.48
Source: Compiled by LSA using CalEEMod defaults (December 2022).
CalEEMod = California Emissions Estimator Model
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Table M: Project Construction Emissions (lbs/day)
Project Construction Maximum Pollutant Emissions
VOCs NOX CO SOX PM10 PM2.5
Site Preparation 1.2 40.0 30.0 <0.1 9.0 5.0
Grading 1.4 49.9 37.2 0.1 5.4 2.8
Building Construction 0.7 19.1 15.9 <0.1 1.0 0.7
Architectural Coating 3.0 1.1 1.2 <0.1 0.1 0.1
Paving 0.6 13.4 11.8 <0.1 0.7 0.6
Maximum (lbs/day) 3.7 49.9 37.2 0.1 9.0 5.0
SCAQMD Thresholds 75.0 100.0 550.0 150.0 150.0 55.0
Exceeds? No No No No No No
Source: Compiled by LSA (December 2022). Note: Maximum emissions of VOCs occurred during the overlapping building construction and architectural coating phases.
CO = carbon monoxide
lbs/day = pounds per day NOX = nitrogen oxides PM2.5 = particulate matter less than 2.5 microns in size
PM10 = particulate matter less than 10 microns in size
SCAQMD = South Coast Air Quality Management District SOX = sulfur oxides VOCs = volatile organic compounds
As shown in Table M, construction emissions associated with the project would not exceed the
SCAQMD thresholds for ROGs, NOx, CO, sulfur oxides (SOx), PM2.5, or PM10 emissions. In addition, the
proposed project would be required to comply with SCAQMD Rule 403. Therefore, construction of
the proposed project would not result in emissions that would result in a cumulatively considerable
net increase of any criteria pollutant for which the project is in nonattainment under an applicable
federal or State ambient air quality standard.
Operational Air Quality Impacts
Long-term air pollutant emission impacts are those associated with mobile sources (e.g., vehicle
trips), energy sources (e.g., natural gas), and area sources (e.g., architectural coatings and the use of
landscape maintenance equipment) related to the proposed project.
PM10 emissions result from running exhaust, tire and brake wear, and the entrainment of dust into
the atmosphere from vehicles traveling on paved roadways. Entrainment of PM10 occurs when
vehicle tires pulverize small rocks and pavement and the vehicle wakes generate airborne dust. The
contribution of tire and brake wear is small compared to the other PM emission processes.
Gasoline-powered engines have small rates of PM emissions compared with diesel-powered
vehicles.
Energy-source emissions result from activities in buildings that use natural gas. The quantity of
emissions is the product of usage intensity (i.e., the amount of natural gas) and the emission factor
of the fuel source. The proposed project would not include natural gas. Therefore, the project would
not result in any energy-source related emissions.
Typically, area source emissions consist of direct sources of air emissions located at the project site,
including architectural coatings, consumer products, and the use of landscape maintenance
equipment.
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Long-term operation emissions associated with the proposed project were calculated using
CalEEMod. Model results are shown in Table N below. CalEEMod output sheets are included in
Appendix A.
Table N: Project Operational Emissions
Emission Type Pollutant Emissions (lbs/day)
VOCs NOX CO SOX PM10 PM2.5
Area Sources 14.9 1.0 27.1 0.1 3.4 3.4
Energy Sources 0.0 0.0 0.0 0.0 0.0 0.0
Mobile Sources 1.8 1.5 13.1 <0.1 1.0 0.2
Total Project Emissions 16.7 2.5 40.2 0.1 4.4 3.6
SCAQMD Thresholds 55.0 55.0 550.0 150.0 150.0 55.0
Significant? No No No No No No
Source: Compiled by LSA (December 2022). CO = carbon monoxide lbs/day = pounds per day NOx = nitrogen oxides
PM2.5 = particulate matter less than 2.5 microns in size
PM10 = particulate matter less than 10 microns in size SCAQMD = South Coast Air Quality Management District SOX = sulfur oxides
VOCs = volatile organic compounds
The results shown in Table N indicate the project would not exceed the significance criteria for
VOCs, NOx, CO, SOx, PM10, or PM2.5 emissions; thus, the proposed project would not have a
significant effect on regional air quality. Therefore, operation of the project would not result in a
cumulatively considerable net increase of any criteria pollutant for which the project is in
nonattainment under an applicable federal or State ambient air quality standard.
Long-Term Microscale (CO Hot Spot) Analysis
Vehicular trips associated with the proposed project would contribute to congestion at intersections
and along roadway segments in the project vicinity. Localized air quality impacts would occur when
emissions from vehicular traffic increase as a result of the proposed project. The primary mobile-
source pollutant of local concern is CO, a direct function of vehicle idling time and, thus, of traffic
flow conditions. CO transport is extremely limited; under normal meteorological conditions, CO
disperses rapidly with distance from the source. However, under certain extreme meteorological
conditions, CO concentrations near a congested roadway or intersection may reach unhealthful
levels, affecting local sensitive receptors (e.g., residents, schoolchildren, the elderly, and hospital
patients). Typically, high CO concentrations are associated with roadways or intersections operating
at unacceptable levels of service or with extremely high traffic volumes. In areas with high ambient
background CO concentrations, modeling is recommended to determine a project’s effect on local
CO levels.
An assessment of project-related impacts on localized ambient air quality requires that future
ambient air quality levels be projected. Existing CO concentrations in the immediate project vicinity
are not available. Ambient CO levels monitored at the Fontana station, the closest station to the
project site, showed a highest recorded 1-hour concentration of 2.7 ppm (the State standard is
20 ppm) and a highest 8-hour concentration of 1.6 ppm (the State standard is 9 ppm) during the
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past 3 years (Table G). The highest CO concentrations would normally occur during peak traffic
hours; hence, CO impacts calculated under peak traffic conditions represent a worst-case analysis.
Based on trip rates from the Institute of Transportation Engineers 11th Edition56 for Single-Family
Detached Housing (land use code 201), the proposed project would generate 34 AM peak hour trips
and 45 PM peak-hour trips. As the proposed project would not generate 100 or more AM or PM
peak hour trips, the proposed project does not meet the criteria for an evaluation of study area
intersection or roadway segment level of service. Therefore, it is assumed that the addition of the
proposed project traffic would not create any significant adverse impacts to nearby intersections.
Therefore, given the extremely low level of CO concentrations in the project area, and lack of traffic
impacts at any intersections, project-related vehicles are not expected to contribute significantly to
result in the CO concentrations exceeding the State or federal CO standards.
Localized Significance Analysis
Project construction and operation emissions were compared to the LST screening tables in SRA 34,
based on a 25-meter source-receptor distance and a disturbed acreage of 3.5 acres. The results of
the LST analysis, summarized in Tables O and P, indicate that the project would not result in an
exceedance of the SCAQMD LSTs during project construction or operation.
Table O: Project Localized Construction Emissions (lbs/day)
Source NOx CO PM10 PM2.5 On-Site Project Emissions 49.9 37.2 9.0 5.0
Localized Significance Threshold 220.0 1,359.0 11.0 6.0
Exceeds Threshold? No No No No
Source: Compiled by LSA (December 2022). Note: Source Receptor Area 34, based on a 3.5-acre construction disturbance daily area, at a distance of 25 meters from the project
boundary.
CO= carbon monoxide lbs/day = pounds per day NOx= nitrogen oxides
PM2.5= particulate matter less than 2.5 microns in size PM10= particulate matter less than 10 microns in size
Table P: Project Localized Operational Emissions (lbs/day)
Source NOx CO PM10 PM2.5 On-Site Project Emissions <1.0 1.4 <1.0 <1.0
Localized Significance Threshold 220.0 1,359.0 3.0 1.5
Exceeds Threshold? No No No No
Source: Compiled by LSA (December 2022). Note: Source Receptor Area 34, based on a 3.5-acre construction disturbance daily area, at a distance of 25 meters from the project boundary.
CO= carbon monoxide
lbs/day = pounds per day NOx= nitrogen oxides
PM2.5= particulate matter less than 2.5 microns in size
PM10= particulate matter less than 10 microns in size
56 2021. Institute of Transportation Engineers, Trip Generation 11th Edition. September.
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Health Risk on Nearby Sensitive Receptors
Sensitive receptors are defined as people that have an increased sensitivity to air pollution or
environmental contaminants. Sensitive receptor locations include schools, parks and playgrounds,
daycare centers, nursing homes, hospitals, and residential dwelling units. The closest sensitive
receptors to the project site include single-family homes located immediately adjacent from the
project site boundary at approximately less than 10 feet.
Construction of the proposed project may expose surrounding sensitive receptors to airborne
particulates and a small quantity of construction equipment pollutants (i.e., usually diesel-fueled
vehicles and equipment). However, construction contractors would be required to implement
measures to reduce or eliminate emissions by following SCAQMD rules for standard construction
practices. As shown in Table O and Table P, the project would not result in significant localized or
regional emissions during project construction or operation. Therefore, once the project is
constructed, the project would not be a source of substantial pollutant emissions, and sensitive
receptors would not be exposed to substantial pollutant concentrations during project construction
and operation.
Odors
During project construction, some odors may be present due to diesel exhaust. However, these
odors would be temporary and limited to the construction period. The proposed project would not
include any activities or operations that would generate objectionable odors and once operational,
the project would not be a source of odors. Therefore, the proposed project would not result in
other emissions (such as those leading to odors) affecting a substantial number of people.
ENERGY IMPACTS
The following describes the potential impacts regarding energy resources that could result from
implementation of the proposed project.
Energy Consumption
The proposed project would increase the demand for energy through day-to-day operations and
fuel consumption associated with project construction. This section discusses energy use resulting
from implementation of the proposed project and evaluates whether the proposed project would
result in the wasteful, inefficient, or unnecessary consumption of energy resources or conflict with
any applicable plans for renewable energy and energy efficiency.
Construction Energy Use
Construction of the proposed project is anticipated to begin in September 2023, and would occur for
approximately 22 months, ending in July 2025. The project would require energy for activities such
as the manufacture and transportation of building materials, grading activities, and building
construction. Construction of the proposed project would require electricity to power construction-
related equipment. Construction of the proposed project would not involve the consumption of
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natural gas. The construction-related equipment would not be powered by natural gas, and no
natural gas demand is anticipated during construction.
Transportation energy represents the largest energy use during construction and would occur from
the transport and use of construction equipment, delivery vehicles and haul trucks, and construction
worker vehicles that would use petroleum fuels (e.g., diesel fuel and/or gasoline). Therefore, the
analysis of energy use during construction focuses on fuel consumption. Construction trucks and
vendor trucks hauling materials to and from the project site would be anticipated to use diesel fuel,
whereas construction workers traveling to and from the project site would be anticipated to use
gasoline-powered vehicles. Fuel consumption from transportation uses depends on the type and
number of trips, VMT, the fuel efficiency of the vehicles, and the travel mode.
Estimates of fuel consumption (diesel fuel and gasoline) from construction equipment, construction
trucks, and construction worker vehicles were based on default construction equipment
assumptions and trip estimates from CalEEMod and fuel efficiencies from EMFAC2021. Fuel
consumption estimates are presented in Table Q. CalEEMod output sheets are included in
Appendix A, and detailed energy calculations are included in Appendix B.
Table Q: Proposed Project Energy Consumption Estimates During
Construction
Energy Type Total Energy
Consumption
Percentage of Increase
Countywide
Diesel Fuel (total gallons) 72,315.6 0.02
Gasoline (total gallons) 13,049.1 <0.01
Source: Compiled by LSA (December 2022).
As indicated in Table Q, the project would consume approximately 72,315.6 gallons of diesel fuel
and approximately 13,049.1 gallons of gasoline during construction. Based on fuel consumption
obtained from EMFAC2021, approximately 915.5 million gallons of gasoline and approximately
321.6 million gallons of diesel will be consumed from vehicle trips in San Bernardino County in 2022.
Therefore, construction of the proposed project would increase the annual construction generated
fuel use in San Bernardino County by approximately 0.02 percent for diesel fuel usage and by
approximately less than 0.01 percent for gasoline fuel usage. As such, project construction would
have a negligible effect on local and regional energy supplies. Furthermore, impacts related to
energy use during construction would be temporary and relatively small in comparison to San
Bernardino County’s overall use of the State’s available energy resources. No unusual project
characteristics would necessitate the use of construction equipment that would be less energy
efficient than at comparable construction sites in the region or the State. In addition, construction
activities are not anticipated to result in an inefficient use of energy as gasoline and diesel fuel
would be supplied by construction contractors who would conserve the use of their supplies to
minimize their costs on the project. The project would not cause or result in the need for additional
energy facilities or an additional or expanded delivery system. For these reasons, fuel consumption
during construction would not be inefficient, wasteful, or unnecessary.
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Operational Energy Use
Operational energy use is typically associated with natural gas use, electricity consumption, and fuel
used for vehicle trips associated with a project. The proposed project would not include natural gas.
Therefore, the project would not result in any energy-source related emissions from natural gas.
Energy consumption was estimated for the proposed project using default energy intensities by land
use type in CalEEMod.
The proposed project would also result in energy usage associated with gasoline and diesel fuel
consumed by project-related vehicle and truck trips. Fuel use associated with vehicle trips generated
by the proposed project was calculated based on the project’s trip generation, which identifies that
the proposed project would generate approximately 453 average daily trips. The amount of
operational fuel use was estimated using CARB’s EMFAC2021 model, which provided projections for
typical daily fuel usage in San Bernardino County.
Electricity and fuel usage estimates associated with the proposed project are shown in Table R. As
noted in the project description, the proposed project would not include natural gas usage.
Table R: Proposed Project Energy Consumption Estimates During
Operation
Energy Type Annual Energy
Consumption
Percentage of Increase
Countywide
Electricity Consumption (kWh/year) 374,535.0 <0.01
Natural Gas Consumption (therms/year) 0.0 0.0
Automotive Fuel Consumption
Gasoline (gallons/year) 47,606.6 <0.01
Diesel Fuel (gallons/year) 5,361.7 <0.01
Source: Compiled by LSA (December 2022). kWh = kilowatt-hours
As shown in Table R, the estimated potential increase in electricity demand associated with the
operation of the proposed project is 374,535 kWh per year. However, a portion of this will be
generated by the on-site solar energy rooftops. Thus, actual net electricity demand associated with
the operation of the proposed project would be lower. Total electricity consumption in San
Bernardino County in 2021 was 16,180.8 GWh (16,180,811,158 kWh). Therefore, operation of the
proposed project would increase the annual electricity consumption in San Bernardino County by
approximately less than 0.01 percent.
Electrical and natural gas demand associated with project operations would not be considered
inefficient, wasteful, or unnecessary in comparison to other similar developments in the region.
Furthermore, the proposed project would not conflict with or obstruct a State or local plan for
renewable energy or energy efficiency. The project would be required to adhere to all federal, State,
and local requirements for energy efficiency, including the Title 24 standards. Title 24 building
energy efficiency standards establish minimum efficiency standards related to various building
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features, including appliances, water and space heating and cooling equipment, building insulation
and roofing, and lighting, which would reduce energy usage.
As shown in Table R, fuel use associated with the vehicle trips generated by the proposed project is
estimated at 47,606.6 gallons of gasoline and 5,361.7 gallons of diesel fuel per year. This analysis
conservatively assumes that all vehicle trips generated as a result of project operation would be new
to San Bernardino County. Based on fuel consumption obtained from EMFAC2021, approximately
915.5 million gallons of gasoline and approximately 321.6 million gallons of diesel will be consumed
from vehicle trips in San Bernardino County in 2022. Therefore, vehicle and truck trips associated
with the proposed project would increase the annual fuel use in San Bernardino County by
approximately less than 0.01 percent for gasoline fuel usage and approximately less than
0.01 percent for diesel fuel usage. Fuel consumption associated with vehicle trips generated by
project operations would be consistent with current State and federal fuel economy standards and
would not be considered inefficient, wasteful, or unnecessary.
Conflict with Renewable Energy or Energy Efficiency Plans
In 2002, the Legislature passed SB 1389, which required the CEC to develop an integrated energy
plan every two years for electricity, natural gas, and transportation fuels for the Integrated Energy
Policy Report. 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 a number of
strategies, including assistance to public agencies and fleet operators in implementing incentive
programs for ZEVs and their infrastructure needs, and encouragement of urban designs that reduce
VMT and accommodate pedestrian and bicycle access.
The CEC’s 2021 Integrated Energy Policy Report and 2022 Integrated Energy Policy Report Update
provide the results of the CEC’s assessments of a variety of energy issues facing California. As
indicated above, energy usage on the project site during construction would be temporary in nature
and would be relatively small in comparison to the overall use in the County. In addition, energy
usage associated with operation of the proposed project would be relatively small in comparison to
the overall use in San Bernardino County, and the State’s available energy resources. Therefore,
energy impacts at the regional level would be negligible. Because California’s energy conservation
planning actions are conducted at a regional level, and because the proposed project’s total impact
on regional energy supplies would be minor, the proposed project would not conflict with or
obstruct California’s energy conservation plans as described in the CEC’s Integrated Energy Policy
Report. Additionally, as demonstrated above, the proposed project would not result in the
inefficient, wasteful, and unnecessary consumption of energy. Potential impacts related to conflict
with or obstruction of a State or local plan for renewable energy or energy efficiency would be less
than significant, and no mitigation is required.
GREENHOUSE GAS IMPACTS
This section describes the potential GHG impacts associated with implementation the proposed
project.
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Generation of Greenhouse Gas Emissions
This section describes the proposed project’s construction- and operational-related GHG emissions
and contribution to global climate change. The SCAQMD has not addressed emission thresholds for
construction in its CEQA Air Quality Handbook; however, the SCAQMD requires quantification and
disclosure. Thus, an evaluation of the project’s impacts related to the release of GHG emissions for
both construction and operational phases of the project is described below.
Short-Term Greenhouse Gas Emissions
Construction activities associated with the proposed project would produce combustion emissions
from various sources. During construction, GHGs would be emitted through the operation of
construction equipment and from worker and builder supply vendor vehicles, each of which typically
use fossil-based fuels to operate. The combustion of fossil-based fuels creates GHGs such as CO2,
CH4, and N2O. Furthermore, CH4 is emitted during the fueling of heavy equipment. Exhaust
emissions from on-site construction activities would vary daily as construction activity levels change.
As indicated above, the SCAQMD does not have an adopted threshold of significance for
construction-related GHG emissions. However, lead agencies are required to quantify and disclose
GHG emissions that would occur during construction. The SCAQMD then requires the construction
GHG emissions to be amortized over the life of the project, defined by the SCAQMD as 30 years57,
added to the operational emissions, and compared to the applicable interim GHG significance
threshold tier.
Using CalEEMod, it is estimated that the project would generate approximately 766 MT CO2e during
construction of the project. When annualized over the 30-year life of the project, annual emissions
would be 25.5 MT CO2e.
Long-Term Greenhouse Gas Emissions
Long-term GHG emissions are typically generated from mobile sources (e.g., vehicle trips), area
sources (e.g., maintenance activities and landscaping), indirect emissions from sources associated
with energy consumption, waste sources (land filling and waste disposal), and water sources (water
supply and conveyance, treatment, and distribution). Mobile-source GHG emissions would include
project-generated vehicle trips to and from the project. Area-source emissions would be associated
with activities such as landscaping and maintenance on the project site. Energy source emissions
would be generated at off-site utility providers because of increased electricity demand generated
by the project. Waste source emissions generated by the proposed project include energy
generated by land filling and other methods of disposal related to transporting and managing
project-generated waste. In addition, water source emissions associated with the proposed project
are generated by water supply and conveyance, water treatment, water distribution, and
wastewater treatment.
57 The SCAQMD has identified the average operational lifespan of buildings to be 30 years. Website: http://
www.aqmd.gov/docs/default-source/ceqa/handbook/greenhouse-gases-(ghg)-ceqa-significance-
thresholds/ghgattachmente.pdf (accessed February 2023).
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Following guidance from the SCAQMD, GHG emissions were estimated for the operational year of
2025 using CalEEMod. Table S shows the calculated GHG emissions for the proposed project.
Table S: Greenhouse Gas Emissions (MT/yr)
Emissions Source
Operational Emissions
CO2 CH4 N2O CO2e Percentage of
Total
Area Sources 15.7 <0.1 <0.1 16.1 3
Energy Sources 90.4 <0.1 <0.1 90.7 15
Mobile Sources 484.0 <0.1 <0.1 493.0 79
Waste Sources 4.1 0.4 0.0 14.5 2
Water Sources 5.2 0.1 <0.1 7.3 1
Total Project Operational Emissions 621.6 100
Amortized Construction Emissions 25.5 -
Total Annual Emissions 647.1 -
SCAQMD Threshold 3,000 -
Exceed? No -
Source: Compiled by LSA (December 2022).
CH4 = methane
CO2 = carbon dioxide CO2e = carbon dioxide equivalent MT/yr = metric tons per year N2O = nitrous oxide
SCAQMD = South Coast Air Quality Management District
As discussed above, a project would have less than significant GHG emissions if it would result in
operational-related GHG emissions of less than 3,000 MT CO2e/yr. Based on the analysis results, the
proposed project would result in approximately 647.1 MT CO2e/yr. Therefore, operation of the
proposed project would not generate significant GHG emissions that would have a significant effect
on the environment. Therefore, the proposed project would not lead to new or substantially more
severe significant impacts associated with operational GHG emissions.
Consistency with Greenhouse Gas Emissions Reduction Plans
An evaluation of the proposed project’s consistency with the County’s Greenhouse Gas Reduction
Plan, the 2022 Scoping Plan, and the 2020–2045 RTP/SCS is provided below.
San Bernardino County Regional Greenhouse Gas Reduction Plan
As discussed above, the City of Fontana was a participant in the San Bernardino County Regional
Greenhouse Gas Reduction Plan, which identifies the County’s vision and goals on reducing GHG
emissions in the different cities, local government facilities, and communities. Table T below
presents the proposed project’s compliance with each reduction measure evaluated for the City of
Fontana, as identified in the San Bernardino County Regional Greenhouse Gas Reduction Plan.
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Table T: Project Consistency with City of Fontana GHG Reduction Measures
Measure Description Project Consistency
Building Energy
Energy-1. Building Energy
Efficiency
SR Policy 1: Create a Sustainable Fontana program
that promotes green practices in government and
in the community.
SR Policy 2.1: Incorporate goals into the City Code
for resource efficiency in municipal facilities and
operations.
SR Policy 5: Promote green building through guidelines, awards, and nonfinancial incentives.
SR Policy 6.1: Promote energy-efficient development in Fontana.
SR Policy 6.2: Meet or exceed state goals for energy-efficient new construction.
Chapter 10 Policy 7. Promote renewable energy and distributed energy systems in new development and retrofits of existing development to work towards the highest levels of low-carbon energy-efficiency.
Not Applicable. This measure
is not applicable as the City
would be responsible for
implementing this measure.
However, the proposed project
would comply with the
CALGreen Code, regarding building energy efficiency and
other green building standards.
Energy-2. Lighting
Efficiency
SR Policy 1: Create a Sustainable Fontana program
that promotes green practices in government and
in the community.
SR Policy 2.1: Incorporate goals into the City Code
for resource efficiency in municipal facilities and
operations.
SR Policy 2.2: Continue organizational and
operational improvements to maximize energy and
resource efficiency and reduce waste.
Not Applicable. This measure
is not applicable as the City
would be responsible for
implementing this measure.
However, the proposed project
would comply with the
CALGreen Code, regarding
building energy efficiency and
other green building
standards.
Energy-5. Renewable
Energy - New
Commercial/Industrial
SR Policy 3: Promote renewable energy programs
for government, Fontana businesses, and Fontana
residences.
Chapter 10 Policy 7. Promote renewable energy
and distributed energy systems in new
development and retrofits of existing development
to work towards the highest levels of low carbon
energy-efficiency.
Not Applicable. This measure
is not applicable as the
proposed project would not
include a
commercial/industrial building.
However, proposed project
would comply with the
CALGreen Code, regarding
energy conservation and green
building standards.
Energy-6. Solar Energy for
Warehouse Space
SR Policy 3: Promote renewable energy programs
for government, Fontana businesses, and Fontana
residences.
Not Applicable. This measure
is not applicable as the
proposed project would not
include a warehouse building. However, proposed project
would comply with the
CALGreen Code, regarding energy conservation and green
building standards.
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Table T: Project Consistency with City of Fontana GHG Reduction Measures
Measure Description Project Consistency
Energy-7. Solar Installation
- Existing Housing
SR Policy 3: Promote renewable energy programs
for government, Fontana businesses, and Fontana
residences.
SR Policy 3.1: Evaluate a Community Choice
Aggregation (CCA) Program for Fontana.
SR Policy 3.2: Ensure that appropriate zoning and
design standard regulations are in place as needed
to provide for domestic solar and wind
installations.
Chapter 10 Policy 7: Promote renewable energy
and distributed energy systems in new
development and retrofits of existing development
to work towards the highest levels of low carbon
energy-efficiency.
Not Applicable. This measure
is not applicable as the
proposed project would not
retrofit an existing residential
building. The project would
however include solar
installation for the new
residential units.
Energy-8. Renewable Energy - Existing Commercial/Industrial
SR Policy 3: Promote renewable energy programs for government, Fontana businesses, and Fontana residences.
SR Policy 4: Continue to collaborate with SBCTA, infrastructure agencies, and utilities on greenhouse gas reduction studies and goals.
Chapter 10 Policy 7: Promote renewable energy and distributed energy systems in new
development and retrofits of existing development to work towards the highest levels of low carbon
energy-efficiency.
Not Applicable. This measure is not applicable as the proposed project would not retrofit an existing building.
On-Road
OnRoad-2. Encourage Use
of Mass Transit
CM Policy 1.4: Make land use decisions that
support walking, bicycling, and public transit use, in
alignment with the 2014-2040 Regional Transportation Plan and Sustainable Communities
Strategy.
CM 7.2: Coordinate with regional agencies and
Caltrans to participate in regional efforts to
maintain transportation infrastructure in Fontana.
CM 7.3: Participate in the efforts of the Southern
California Association of Governments (SCAG) to
coordinate transportation planning and services
that support greenhouse gas reductions.
Consistent. The proposed
project would include the
construction of 48 residential units, recreational areas, and
road developments which
would support walking.
OnRoad-3. Transportation
Demand Management and
Signal Synchronization
CM Policy 1.1: Provide roadways that serve the
needs of Fontana residents and commerce, and
that facilitate safe and convenient access to transit,
bicycle facilities, and walkways.
CM Policy 1.2: Make safety and multimodal
accessibility the top priority of Citywide
transportation planning. San Bernardino Council of Governments Reduction Profiles—Fontana San
Bernardino County Regional Greenhouse Gas Reduction Plan 3-75 March 2021 ICF.
CM 3.2: Promote concentrated development patterns in coordination with transit planning to maximize service efficiency and ridership.
Not Applicable. The proposed
project would generate 453
daily trips, including 34 AM
peak hour trips and 45 PM peak hour trips. Based on the
minimal peak hour trips
generated by the proposed project, the project would not
be required to implement transportation demand management strategies or signal synchronization.
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Table T: Project Consistency with City of Fontana GHG Reduction Measures
Measure Description Project Consistency
CM 7.1: Lead and participate in initiatives to
manage regional traffic.
CM 7.4: Participate in the efforts by Caltrans to
reduce congestion and improve traffic flow on area
freeways.
OnRoad-4. Expand Bike
Routes
CM 2.1: When constructing or modifying roadways,
design the roadway space for use by all users when feasible, including motor vehicles, buses, bicyclists,
mobility devices, and pedestrians, as appropriate for the context of the area.
Consistent. The proposed
project would construct internal roadways that would
support the use of vehicles and pedestrians.
OnRoad-5. Community
Fleet Electrification
CM Action 7.D: Support the adoption and use of
technologies that reduce emissions from passenger
and transit vehicles.
Not Applicable. The proposed
project would not involve City
fleet vehicles.
Solid Waste Management
Waste-2. Waste Diversion SR Policy 2.2: Continue organizational and
operational improvements to maximize energy and
resource efficiency and reduce waste.
Chapter 10 Policy 8.2: Continue to maximize landfill
capacity by supporting recycling innovations, such
as organic waste recycling for compost.
Consistent. The proposed
project would be consistent
with County Solid Waste and
State requirements for waste
reduction.
Water Conveyance
Water Conveyance Chapter 10 Policy 1: Support initiatives to provide a
long-term supply of the right water for the right use
through working with regional providers and the
One Water One Watershed Plan.
Chapter 10 Policy 2.1: Encourage use of processed
water from the IEUA systems using recycled water
for all non-drinking water purposes.
Chapter 10 Policy 2.2: Promote laundry-to-
landscape greywater systems for single-family
housing units.
Consistent. The proposed
project would comply with the
CALGreen Code, regarding
water conservation and green
building standards.
Water-1. Voluntary
CALGreen New
Construction
SR Policy 7: Continue to promote and implement
best practices to conserve water.
Consistent. The proposed
project would comply with the
CALGreen Code, regarding
water conservation and green
building standards.
Water-2. Renovate Existing Buildings SR Policy 7: Continue to promote and implement best practices to conserve water. Not Applicable. This measure
is not applicable as the
proposed project would not
retrofit an existing residential
building.
Water-3. Water Efficient
Landscaping Practices
SR Policy 7: Continue to promote and implement
best practices to conserve water.
Chapter 10 Policy 3.1: Support landscaping in
public and private spaces with drought resistant
plants.
Chapter 10 Policy 3.2: Continue successful City
water conservation programs and partnerships.
Consistent. The proposed
project would include drought
tolerant landscape.
Source: Compiled by LSA (December 2022).
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2022 Scoping Plan
In addition, the proposed project was analyzed for consistency with the goals of the 2022 Scoping
Plan, EO B-30-15, SB 32, and AB 197.
EO B-30-15 added the immediate target of reducing GHG emissions to 40 percent below 1990 levels
by 2030. SB 32 affirms the importance of addressing climate change by codifying into statute the
GHG emissions reductions target of at least 40 percent below 1990 levels by 2030 contained in EO B-
30-15. CARB released the 2017 Scoping Plan,58 to reflect the 2030 target set by EO B-30-15 and
codified by SB 32. SB 32 builds on AB 32 and keeps us on the path toward achieving the State’s 2050
objective of reducing emissions to 80 percent below 1990 levels. The companion bill to SB 32, AB
197, provides additional direction to the CARB related to the adoption of strategies to reduce GHG
emissions. Additional direction in AB 197 intended to provide easier public access to air emissions
data that are collected by CARB was posted in December 2016.
In addition, the 2022 Scoping Plan assesses progress toward the statutory 2030 target, while laying
out a path to achieving carbon neutrality no later than 2045. The 2022 Scoping Plan focuses on
outcomes needed to achieve carbon neutrality by assessing paths for clean technology, energy
deployment, natural and working lands, and others, and is designed to meet the State’s long-term
climate objectives and support a range of economic, environmental, energy security, environmental
justice, and public health priorities.
The 2022 Scoping Plan focuses on building clean energy production and distribution infrastructure
for a carbon-neutral future, including transitioning existing energy production and transmission
infrastructure to produce zero-carbon electricity and hydrogen, and utilizing biogas resulting from
wildfire management or landfill and dairy operations, among other substitutes. The 2022 Scoping
Plan states that in almost all sectors, electrification will play an important role. The 2022 Scoping
Plan evaluates clean energy and technology options and the transition away from fossil fuels,
including adding four times the solar and wind capacity by 2045 and about 1,700 times the amount
of current hydrogen supply. As discussed in the 2022 Scoping Plan, EO N-79-20 requires that all new
passenger vehicles sold in California will be zero-emission by 2035, and all other fleets will have
transitioned to zero-emission as fully possible by 2045, which will reduce the percentage of fossil
fuel combustion vehicles.
Energy efficient measures are intended to maximize energy efficiency building and appliance
standards, pursue additional efficiency efforts including new technologies and new policy and
implementation mechanisms, and pursue comparable investment in energy efficiency from all retail
providers of electricity in California. In addition, these measures are designed to expand the use of
green building practices to reduce the carbon footprint of California’s new and existing inventory of
buildings. As discussed above, the proposed project would comply with the CALGreen Code,
regarding energy conservation and green building standards. The proposed project would also
include solar ready roofs in each residential unit consistent with the 2022 California Building Energy
58 CARB. 2017a. California’s 2017 Climate Change Scoping Plan. November.
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Efficiency Standards. Therefore, the proposed project would comply with applicable energy
measures.
Water conservation and efficiency measures are intended to continue efficiency programs and use
cleaner energy sources to move and treat water. Increasing the efficiency of water transport and
reducing water use would reduce GHG emissions. As noted above, the project would comply with
the CALGreen Code, which includes a variety of different measures, including reduction of
wastewater and water use. The proposed project would also include drought tolerant and low water
use landscape. In addition, the proposed project would be required to comply with the California
Model Water Efficient Landscape Ordinance. Therefore, the proposed project would not conflict
with any of the water conservation and efficiency measures.
The goal of transportation and motor vehicle measures is to develop regional GHG emissions
reduction targets for passenger vehicles. Specific regional emission targets for transportation
emissions would not directly apply to the proposed project. The second phase of Pavley standards
will reduce GHG emissions from new cars by 34 percent from 2016 levels by 2025, resulting in a
3 percent decrease in average vehicle emissions for all vehicles by 2020. Vehicles traveling to the
project site would comply with the Pavley II (LEV III) Advanced Clean Cars Program. Therefore, the
proposed project would not conflict with the identified transportation and motor vehicle measures.
2020–2045 Regional Transportation Plan/Sustainable Communities Strategy
SCAG’s RTP/SCS identifies that land use strategies that focus on new housing and job growth in
areas served by high quality transit and other opportunity areas would be consistent with a land use
development pattern that supports and complements the proposed transportation network. The
core vision in the 2020–2045 RTP/SCS is to better manage the existing transportation system
through design management strategies, integrate land use decisions and technological
advancements, create complete streets that are safe to all roadway users, preserve the
transportation system, and expand transit and foster development in transit oriented communities.
The 2020–2045 RTP/SCS contains transportation projects to help more efficiently distribute
population, housing, and employment growth, as well as forecast development that is generally
consistent with regional-level general plan data. The forecasted development pattern, when
integrated with the financially constrained transportation investments identified in the 2020–2045
RTP/SCS, would reach the regional target of reducing GHG emissions from autos and light-duty
trucks by 19 percent by 2035 (compared to 2005 levels). The 2020–2045 RTP/SCS does not require
that local general plans, specific plans, or zoning be consistent with the 2020–2045 RTP/SCS, but
provides incentives for consistency for governments and developers.
Implementing SCAG’s RTP/SCS will greatly reduce the regional GHG emissions from transportation,
helping to achieve statewide emissions reduction targets. The proposed project would not interfere
with SCAG’s ability to achieve the region’s GHG reduction target of 19 percent below 2005 per
capita emissions levels by 2035. Furthermore, the proposed project is not regionally significant per
State CEQA Guidelines Section 15206 and as such, it would not conflict with the SCAG RTP/SCS
targets since those targets were established and are applicable on a regional level.
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Based on the nature of the proposed project, it is anticipated that implementation of the proposed
project would not interfere with SCAG’s ability to implement the regional strategies outlined in the
RTP/SCS.
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CONCLUSIONS
Based on the analysis presented above, the proposed project would not conflict with or obstruct
implementation of SCAQMD air quality plans. In addition, construction and operation of the
proposed project would not result in the generation of criteria air pollutants that would exceed
SCAQMD thresholds of significance. Compliance with SCAQMD Rule 403: Fugitive Dust would further
reduce construction dust impacts. The proposed project is not expected to produce significant
emissions that would affect nearby sensitive receptors. The project would also not result in other
emissions (such as those leading to odors) affecting a substantial number of people. GHG emissions
released during construction and operation of the project are estimated to be lower than
significance thresholds and would not be cumulatively considerable. The project would also be
consistent with the State’s GHG emissions reductions objectives embodied in the 2022 Scoping Plan
and the 2020–2045 RTP/SCS and would be consistent with the applicable measures in the San
Bernardino County Regional Greenhouse Gas Reduction Plan. Therefore, the proposed project
would not result in significant air quality or GHG impacts.
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APPENDIX A
CALEEMOD OUTPUT SHEETS
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Chase Road Residential Development Project Detailed Report
Table of Contents
1. Basic Project Information
1.1. Basic Project Information
1.2. Land Use Types
1.3. User-Selected Emission Reduction Measures by Emissions Sector
2. Emissions Summary
2.1. Construction Emissions Compared Against Thresholds
2.2. Construction Emissions by Year, Unmitigated
2.3. Construction Emissions by Year, Mitigated
2.4. Operations Emissions Compared Against Thresholds
2.5. Operations Emissions by Sector, Unmitigated
2.6. Operations Emissions by Sector, Mitigated
3. Construction Emissions Details
3.1. Site Preparation (2023) - Unmitigated
3.2. Site Preparation (2023) - Mitigated
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3.3. Grading (2023) - Unmitigated
3.4. Grading (2023) - Mitigated
3.5. Building Construction (2023) - Unmitigated
3.6. Building Construction (2023) - Mitigated
3.7. Building Construction (2024) - Unmitigated
3.8. Building Construction (2024) - Mitigated
3.9. Building Construction (2025) - Unmitigated
3.10. Building Construction (2025) - Mitigated
3.11. Paving (2025) - Unmitigated
3.12. Paving (2025) - Mitigated
3.13. Architectural Coating (2024) - Unmitigated
3.14. Architectural Coating (2024) - Mitigated
3.15. Architectural Coating (2025) - Unmitigated
3.16. Architectural Coating (2025) - Mitigated
4. Operations Emissions Details
4.1. Mobile Emissions by Land Use
4.1.1. Unmitigated
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4.1.2. Mitigated
4.2. Energy
4.2.1. Electricity Emissions By Land Use - Unmitigated
4.2.2. Electricity Emissions By Land Use - Mitigated
4.2.3. Natural Gas Emissions By Land Use - Unmitigated
4.2.4. Natural Gas Emissions By Land Use - Mitigated
4.3. Area Emissions by Source
4.3.2. Unmitigated
4.3.1. Mitigated
4.4. Water Emissions by Land Use
4.4.2. Unmitigated
4.4.1. Mitigated
4.5. Waste Emissions by Land Use
4.5.2. Unmitigated
4.5.1. Mitigated
4.6. Refrigerant Emissions by Land Use
4.6.1. Unmitigated
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4.6.2. Mitigated
4.7. Offroad Emissions By Equipment Type
4.7.1. Unmitigated
4.7.2. Mitigated
4.8. Stationary Emissions By Equipment Type
4.8.1. Unmitigated
4.8.2. Mitigated
4.9. User Defined Emissions By Equipment Type
4.9.1. Unmitigated
4.9.2. Mitigated
4.10. Soil Carbon Accumulation By Vegetation Type
4.10.1. Soil Carbon Accumulation By Vegetation Type - Unmitigated
4.10.2. Above and Belowground Carbon Accumulation by Land Use Type - Unmitigated
4.10.3. Avoided and Sequestered Emissions by Species - Unmitigated
4.10.4. Soil Carbon Accumulation By Vegetation Type - Mitigated
4.10.5. Above and Belowground Carbon Accumulation by Land Use Type - Mitigated
4.10.6. Avoided and Sequestered Emissions by Species - Mitigated
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5. Activity Data
5.1. Construction Schedule
5.2. Off-Road Equipment
5.2.1. Unmitigated
5.2.2. Mitigated
5.3. Construction Vehicles
5.3.1. Unmitigated
5.3.2. Mitigated
5.4. Vehicles
5.4.1. Construction Vehicle Control Strategies
5.5. Architectural Coatings
5.6. Dust Mitigation
5.6.1. Construction Earthmoving Activities
5.6.2. Construction Earthmoving Control Strategies
5.7. Construction Paving
5.8. Construction Electricity Consumption and Emissions Factors
5.9. Operational Mobile Sources
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5.9.1. Unmitigated
5.9.2. Mitigated
5.10. Operational Area Sources
5.10.1. Hearths
5.10.1.1. Unmitigated
5.10.1.2. Mitigated
5.10.2. Architectural Coatings
5.10.3. Landscape Equipment
5.10.4. Landscape Equipment - Mitigated
5.11. Operational Energy Consumption
5.11.1. Unmitigated
5.11.2. Mitigated
5.12. Operational Water and Wastewater Consumption
5.12.1. Unmitigated
5.12.2. Mitigated
5.13. Operational Waste Generation
5.13.1. Unmitigated
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5.13.2. Mitigated
5.14. Operational Refrigeration and Air Conditioning Equipment
5.14.1. Unmitigated
5.14.2. Mitigated
5.15. Operational Off-Road Equipment
5.15.1. Unmitigated
5.15.2. Mitigated
5.16. Stationary Sources
5.16.1. Emergency Generators and Fire Pumps
5.16.2. Process Boilers
5.17. User Defined
5.18. Vegetation
5.18.1. Land Use Change
5.18.1.1. Unmitigated
5.18.1.2. Mitigated
5.18.1. Biomass Cover Type
5.18.1.1. Unmitigated
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5.18.1.2. Mitigated
5.18.2. Sequestration
5.18.2.1. Unmitigated
5.18.2.2. Mitigated
6. Climate Risk Detailed Report
6.1. Climate Risk Summary
6.2. Initial Climate Risk Scores
6.3. Adjusted Climate Risk Scores
6.4. Climate Risk Reduction Measures
7. Health and Equity Details
7.1. CalEnviroScreen 4.0 Scores
7.2. Healthy Places Index Scores
7.3. Overall Health & Equity Scores
7.4. Health & Equity Measures
7.5. Evaluation Scorecard
7.6. Health & Equity Custom Measures
8. User Changes to Default Data
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1. Basic Project Information
1.1. Basic Project Information
Data Field Value
Project Name Chase Road Residential Development Project
Lead Agency —
Land Use Scale Project/site
Analysis Level for Defaults County
Windspeed (m/s)2.80
Precipitation (days)6.40
Location 15912 Chase Rd, Fontana, CA 92336, USA
County San Bernardino-South Coast
City Fontana
Air District South Coast AQMD
Air Basin South Coast
TAZ 5303
EDFZ 10
Electric Utility Southern California Edison
Gas Utility Southern California Gas
1.2. Land Use Types
Land Use Subtype Size Unit Lot Acreage Building Area (sq ft)Landscape Area (sq
ft)
Special Landscape
Area (sq ft)
Population Description
Single Family
Housing
48.0 Dwelling Unit 15.6 93,600 136,484 26,364 159 —
Parking Lot 27.0 Space 0.24 0.00 0.00 0.00 ——
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1.3. User-Selected Emission Reduction Measures by Emissions Sector
Sector #Measure Title
Construction C-11 Limit Vehicle Speeds on Unpaved Roads
Water W-5 Design Water-Efficient Landscapes
2. Emissions Summary
2.1. Construction Emissions Compared Against Thresholds
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Un/Mit.ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Unmit.3.72 39.9 29.9 0.05 1.12 7.89 9.01 1.02 3.99 5.01 5,552 0.23 0.05 5,575
Mit.3.72 39.9 29.9 0.05 1.12 7.89 9.01 1.02 3.99 5.01 5,552 0.23 0.05 5,575
% Reduced ——————————————
Daily,
Winter
(Max)
——————————————
Unmit.3.72 49.8 37.2 0.07 1.37 7.89 9.01 1.24 3.99 5.01 7,541 0.36 0.17 7,601
Mit.3.72 49.8 37.2 0.07 1.37 7.89 9.01 1.24 3.99 5.01 7,541 0.36 0.17 7,601
% Reduced ——————————————
Average
Daily (Max)
——————————————
Unmit.1.48 13.9 11.3 0.02 0.50 1.15 1.43 0.47 0.52 0.77 2,023 0.09 0.04 2,037
Mit.1.48 13.9 11.3 0.02 0.50 1.15 1.43 0.47 0.52 0.77 2,023 0.09 0.04 2,037
% Reduced ——————————————
Annual
(Max)
——————————————
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Unmit.0.27 2.53 2.06 < 0.005 0.09 0.21 0.26 0.09 0.09 0.14 335 0.01 0.01 337
Mit.0.27 2.53 2.06 < 0.005 0.09 0.21 0.26 0.09 0.09 0.14 335 0.01 0.01 337
% Reduced ——————————————
2.2. Construction Emissions by Year, Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Year ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily -
Summer
(Max)
——————————————
2023 1.17 39.9 29.9 0.05 1.12 7.89 9.01 1.02 3.99 5.01 5,552 0.23 0.05 5,575
2024 0.72 19.1 15.9 0.02 0.69 0.27 0.96 0.64 0.07 0.71 2,807 0.12 0.05 2,827
2025 3.72 20.2 17.0 0.03 0.76 0.31 1.07 0.70 0.08 0.78 2,982 0.13 0.05 3,003
Daily -
Winter
(Max)
——————————————
2023 1.45 49.8 37.2 0.07 1.37 7.89 9.01 1.24 3.99 5.01 7,541 0.36 0.17 7,601
2024 3.72 20.3 16.7 0.03 0.76 0.31 1.07 0.70 0.08 0.78 2,966 0.13 0.05 2,985
2025 3.71 20.2 16.6 0.03 0.76 0.31 1.07 0.70 0.08 0.78 2,957 0.13 0.05 2,977
Average
Daily
——————————————
2023 0.29 9.96 7.46 0.01 0.28 1.15 1.43 0.25 0.52 0.77 1,462 0.07 0.03 1,471
2024 0.93 13.9 11.3 0.02 0.50 0.20 0.70 0.47 0.05 0.52 2,023 0.09 0.04 2,037
2025 1.48 7.67 6.34 0.01 0.29 0.12 0.41 0.27 0.03 0.30 1,111 0.05 0.02 1,119
Annual ——————————————
2023 0.05 1.82 1.36 < 0.005 0.05 0.21 0.26 0.05 0.09 0.14 242 0.01 < 0.005 244
2024 0.17 2.53 2.06 < 0.005 0.09 0.04 0.13 0.09 0.01 0.09 335 0.01 0.01 337
2025 0.27 1.40 1.16 < 0.005 0.05 0.02 0.07 0.05 0.01 0.05 184 0.01 < 0.005 185
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2.3. Construction Emissions by Year, Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Year ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily -
Summer
(Max)
——————————————
2023 1.17 39.9 29.9 0.05 1.12 7.89 9.01 1.02 3.99 5.01 5,552 0.23 0.05 5,575
2024 0.72 19.1 15.9 0.02 0.69 0.27 0.96 0.64 0.07 0.71 2,807 0.12 0.05 2,827
2025 3.72 20.2 17.0 0.03 0.76 0.31 1.07 0.70 0.08 0.78 2,982 0.13 0.05 3,003
Daily -
Winter
(Max)
——————————————
2023 1.45 49.8 37.2 0.07 1.37 7.89 9.01 1.24 3.99 5.01 7,541 0.36 0.17 7,601
2024 3.72 20.3 16.7 0.03 0.76 0.31 1.07 0.70 0.08 0.78 2,966 0.13 0.05 2,985
2025 3.71 20.2 16.6 0.03 0.76 0.31 1.07 0.70 0.08 0.78 2,957 0.13 0.05 2,977
Average
Daily
——————————————
2023 0.29 9.96 7.46 0.01 0.28 1.15 1.43 0.25 0.52 0.77 1,462 0.07 0.03 1,471
2024 0.93 13.9 11.3 0.02 0.50 0.20 0.70 0.47 0.05 0.52 2,023 0.09 0.04 2,037
2025 1.48 7.67 6.34 0.01 0.29 0.12 0.41 0.27 0.03 0.30 1,111 0.05 0.02 1,119
Annual ——————————————
2023 0.05 1.82 1.36 < 0.005 0.05 0.21 0.26 0.05 0.09 0.14 242 0.01 < 0.005 244
2024 0.17 2.53 2.06 < 0.005 0.09 0.04 0.13 0.09 0.01 0.09 335 0.01 0.01 337
2025 0.27 1.40 1.16 < 0.005 0.05 0.02 0.07 0.05 0.01 0.05 184 0.01 < 0.005 185
2.4. Operations Emissions Compared Against Thresholds
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Un/Mit.ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
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Daily,
Summer
(Max)
——————————————
Unmit.16.7 2.44 40.3 0.09 3.45 1.00 4.45 3.39 0.18 3.56 5,020 4.43 0.18 5,196
Mit.16.7 2.44 40.3 0.09 3.45 1.00 4.45 3.39 0.18 3.56 5,004 4.43 0.18 5,179
% Reduced ——————————< 0.5%< 0.5%—< 0.5%
Daily,
Winter
(Max)
——————————————
Unmit.16.3 2.52 35.6 0.09 3.45 1.00 4.45 3.38 0.18 3.56 4,821 4.44 0.18 4,987
Mit.16.3 2.52 35.6 0.09 3.45 1.00 4.45 3.38 0.18 3.56 4,804 4.44 0.18 4,970
% Reduced ——————————< 0.5%< 0.5%—< 0.5%
Average
Daily (Max)
——————————————
Unmit.4.80 1.63 15.1 0.03 0.26 1.00 1.26 0.25 0.18 0.43 3,637 3.19 0.17 3,772
Mit.4.80 1.63 15.1 0.03 0.26 1.00 1.26 0.25 0.18 0.43 3,620 3.19 0.17 3,755
% Reduced ——————————< 0.5%< 0.5%—< 0.5%
Annual
(Max)
——————————————
Unmit.0.88 0.30 2.76 0.01 0.05 0.18 0.23 0.05 0.03 0.08 602 0.53 0.03 625
Mit.0.88 0.30 2.76 0.01 0.05 0.18 0.23 0.05 0.03 0.08 599 0.53 0.03 622
% Reduced ——————————< 0.5%< 0.5%< 0.5%< 0.5%
2.5. Operations Emissions by Sector, Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Sector ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Mobile 1.76 1.42 13.1 0.03 0.02 1.00 1.02 0.02 0.18 0.20 3,086 0.16 0.15 3,145
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Area 14.9 1.02 27.1 0.06 3.43 —3.43 3.37 —3.37 1,316 1.34 0.02 1,354
Energy 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 546 0.03 < 0.005 548
Water ——————————47.7 0.40 0.01 60.5
Waste ——————————25.0 2.50 0.00 87.5
Refrig.—————————————0.67
Total 16.7 2.44 40.3 0.09 3.45 1.00 4.45 3.39 0.18 3.56 5,020 4.43 0.18 5,196
Daily,
Winter
(Max)
——————————————
Mobile 1.62 1.52 11.2 0.03 0.02 1.00 1.02 0.02 0.18 0.20 2,894 0.17 0.15 2,943
Area 14.7 1.00 24.4 0.06 3.43 —3.43 3.36 —3.36 1,309 1.34 0.02 1,347
Energy 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 546 0.03 < 0.005 548
Water ——————————47.7 0.40 0.01 60.5
Waste ——————————25.0 2.50 0.00 87.5
Refrig.—————————————0.67
Total 16.3 2.52 35.6 0.09 3.45 1.00 4.45 3.38 0.18 3.56 4,821 4.44 0.18 4,987
Average
Daily
——————————————
Mobile 1.61 1.55 11.6 0.03 0.02 1.00 1.02 0.02 0.18 0.20 2,924 0.17 0.15 2,978
Area 3.19 0.09 3.53 < 0.005 0.24 —0.24 0.23 —0.23 94.6 0.09 < 0.005 97.3
Energy 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 546 0.03 < 0.005 548
Water ——————————47.7 0.40 0.01 60.5
Waste ——————————25.0 2.50 0.00 87.5
Refrig.—————————————0.67
Total 4.80 1.63 15.1 0.03 0.26 1.00 1.26 0.25 0.18 0.43 3,637 3.19 0.17 3,772
Annual ——————————————
Mobile 0.29 0.28 2.11 0.01 < 0.005 0.18 0.19 < 0.005 0.03 0.04 484 0.03 0.03 493
Area 0.58 0.02 0.64 < 0.005 0.04 —0.04 0.04 —0.04 15.7 0.02 < 0.005 16.1
Energy 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 90.4 0.01 < 0.005 90.7
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Water ——————————7.89 0.07 < 0.005 10.0
Waste ——————————4.14 0.41 0.00 14.5
Refrig.—————————————0.11
Total 0.88 0.30 2.76 0.01 0.05 0.18 0.23 0.05 0.03 0.08 602 0.53 0.03 625
2.6. Operations Emissions by Sector, Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Sector ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Mobile 1.76 1.42 13.1 0.03 0.02 1.00 1.02 0.02 0.18 0.20 3,086 0.16 0.15 3,145
Area 14.9 1.02 27.1 0.06 3.43 —3.43 3.37 —3.37 1,316 1.34 0.02 1,354
Energy 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 546 0.03 < 0.005 548
Water ——————————31.1 0.39 0.01 43.8
Waste ——————————25.0 2.50 0.00 87.5
Refrig.—————————————0.67
Total 16.7 2.44 40.3 0.09 3.45 1.00 4.45 3.39 0.18 3.56 5,004 4.43 0.18 5,179
Daily,
Winter
(Max)
——————————————
Mobile 1.62 1.52 11.2 0.03 0.02 1.00 1.02 0.02 0.18 0.20 2,894 0.17 0.15 2,943
Area 14.7 1.00 24.4 0.06 3.43 —3.43 3.36 —3.36 1,309 1.34 0.02 1,347
Energy 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 546 0.03 < 0.005 548
Water ——————————31.1 0.39 0.01 43.8
Waste ——————————25.0 2.50 0.00 87.5
Refrig.—————————————0.67
Total 16.3 2.52 35.6 0.09 3.45 1.00 4.45 3.38 0.18 3.56 4,804 4.44 0.18 4,970
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——————————————Average
Daily
Mobile 1.61 1.55 11.6 0.03 0.02 1.00 1.02 0.02 0.18 0.20 2,924 0.17 0.15 2,978
Area 3.19 0.09 3.53 < 0.005 0.24 —0.24 0.23 —0.23 94.6 0.09 < 0.005 97.3
Energy 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 546 0.03 < 0.005 548
Water ——————————31.1 0.39 0.01 43.8
Waste ——————————25.0 2.50 0.00 87.5
Refrig.—————————————0.67
Total 4.80 1.63 15.1 0.03 0.26 1.00 1.26 0.25 0.18 0.43 3,620 3.19 0.17 3,755
Annual ——————————————
Mobile 0.29 0.28 2.11 0.01 < 0.005 0.18 0.19 < 0.005 0.03 0.04 484 0.03 0.03 493
Area 0.58 0.02 0.64 < 0.005 0.04 —0.04 0.04 —0.04 15.7 0.02 < 0.005 16.1
Energy 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 90.4 0.01 < 0.005 90.7
Water ——————————5.15 0.07 < 0.005 7.25
Waste ——————————4.14 0.41 0.00 14.5
Refrig.—————————————0.11
Total 0.88 0.30 2.76 0.01 0.05 0.18 0.23 0.05 0.03 0.08 599 0.53 0.03 622
3. Construction Emissions Details
3.1. Site Preparation (2023) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Onsite ——————————————
Daily,
Summer
(Max)
——————————————
Off-Road
Equipment
1.07 39.9 28.3 0.05 1.12 —1.12 1.02 —1.02 5,295 0.21 0.04 5,314
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Dust From
Material
Movement
—————7.67 7.67 —3.94 3.94 ————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Off-Road
Equipment
1.07 39.9 28.3 0.05 1.12 —1.12 1.02 —1.02 5,295 0.21 0.04 5,314
Dust From
Material
Movement
—————7.67 7.67 —3.94 3.94 ————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Off-Road
Equipment
0.09 3.28 2.33 < 0.005 0.09 —0.09 0.08 —0.08 435 0.02 < 0.005 437
Dust From
Material
Movement
—————0.63 0.63 —0.32 0.32 ————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Off-Road
Equipment
0.02 0.60 0.42 < 0.005 0.02 —0.02 0.02 —0.02 72.1 < 0.005 < 0.005 72.3
Dust From
Material
Movement
—————0.11 0.11 —0.06 0.06 ————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Offsite ——————————————
Daily,
Summer
(Max)
——————————————
Worker 0.10 0.09 1.62 0.00 0.00 0.01 0.01 0.00 0.00 0.00 257 0.01 0.01 261
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Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Worker 0.09 0.11 1.22 0.00 0.00 0.01 0.01 0.00 0.00 0.00 236 0.01 0.01 238
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Worker 0.01 0.01 0.11 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 19.6 < 0.005 < 0.005 19.9
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Worker < 0.005 < 0.005 0.02 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 3.25 < 0.005 < 0.005 3.30
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
3.2. Site Preparation (2023) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Onsite ——————————————
Daily,
Summer
(Max)
——————————————
Off-Road
Equipment
1.07 39.9 28.3 0.05 1.12 —1.12 1.02 —1.02 5,295 0.21 0.04 5,314
Dust From
Material
Movement
—————7.67 7.67 —3.94 3.94 ————
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Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Off-Road
Equipment
1.07 39.9 28.3 0.05 1.12 —1.12 1.02 —1.02 5,295 0.21 0.04 5,314
Dust From
Material
Movement
—————7.67 7.67 —3.94 3.94 ————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Off-Road
Equipment
0.09 3.28 2.33 < 0.005 0.09 —0.09 0.08 —0.08 435 0.02 < 0.005 437
Dust From
Material
Movement
—————0.63 0.63 —0.32 0.32 ————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Off-Road
Equipment
0.02 0.60 0.42 < 0.005 0.02 —0.02 0.02 —0.02 72.1 < 0.005 < 0.005 72.3
Dust From
Material
Movement
—————0.11 0.11 —0.06 0.06 ————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Offsite ——————————————
Daily,
Summer
(Max)
——————————————
Worker 0.10 0.09 1.62 0.00 0.00 0.01 0.01 0.00 0.00 0.00 257 0.01 0.01 261
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
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——————————————Daily,
Winter
(Max)
Worker 0.09 0.11 1.22 0.00 0.00 0.01 0.01 0.00 0.00 0.00 236 0.01 0.01 238
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Worker 0.01 0.01 0.11 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 19.6 < 0.005 < 0.005 19.9
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Worker < 0.005 < 0.005 0.02 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 3.25 < 0.005 < 0.005 3.30
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
3.3. Grading (2023) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Onsite ——————————————
Daily,
Summer
(Max)
——————————————
Daily,
Winter
(Max)
——————————————
Off-Road
Equipment
1.33 48.8 35.3 0.06 1.36 —1.36 1.23 —1.23 6,598 0.27 0.05 6,621
Dust From
Material
Movement
—————3.59 3.59 —1.43 1.43 ————
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Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Off-Road
Equipment
0.16 6.02 4.36 0.01 0.17 —0.17 0.15 —0.15 813 0.03 0.01 816
Dust From
Material
Movement
—————0.44 0.44 —0.18 0.18 ————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Off-Road
Equipment
0.03 1.10 0.80 < 0.005 0.03 —0.03 0.03 —0.03 135 0.01 < 0.005 135
Dust From
Material
Movement
—————0.08 0.08 —0.03 0.03 ————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Offsite ——————————————
Daily,
Summer
(Max)
——————————————
Daily,
Winter
(Max)
——————————————
Worker 0.10 0.12 1.39 0.00 0.00 0.02 0.02 0.00 0.00 0.00 269 0.01 0.01 273
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.01 0.88 0.48 < 0.005 0.01 0.05 0.06 0.01 0.02 0.02 674 0.08 0.11 707
Average
Daily
——————————————
Worker 0.01 0.02 0.18 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 33.7 < 0.005 < 0.005 34.1
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling < 0.005 0.11 0.06 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 83.0 0.01 0.01 87.3
Annual ——————————————
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Worker < 0.005 < 0.005 0.03 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 5.57 < 0.005 < 0.005 5.65
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling < 0.005 0.02 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 13.7 < 0.005 < 0.005 14.4
3.4. Grading (2023) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Onsite ——————————————
Daily,
Summer
(Max)
——————————————
Daily,
Winter
(Max)
——————————————
Off-Road
Equipment
1.33 48.8 35.3 0.06 1.36 —1.36 1.23 —1.23 6,598 0.27 0.05 6,621
Dust From
Material
Movement
—————3.59 3.59 —1.43 1.43 ————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Off-Road
Equipment
0.16 6.02 4.36 0.01 0.17 —0.17 0.15 —0.15 813 0.03 0.01 816
Dust From
Material
Movement
—————0.44 0.44 —0.18 0.18 ————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Off-Road
Equipment
0.03 1.10 0.80 < 0.005 0.03 —0.03 0.03 —0.03 135 0.01 < 0.005 135
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————0.030.03—0.080.08—————Dust From
Material
Movement
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Offsite ——————————————
Daily,
Summer
(Max)
——————————————
Daily,
Winter
(Max)
——————————————
Worker 0.10 0.12 1.39 0.00 0.00 0.02 0.02 0.00 0.00 0.00 269 0.01 0.01 273
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.01 0.88 0.48 < 0.005 0.01 0.05 0.06 0.01 0.02 0.02 674 0.08 0.11 707
Average
Daily
——————————————
Worker 0.01 0.02 0.18 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 33.7 < 0.005 < 0.005 34.1
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling < 0.005 0.11 0.06 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 83.0 0.01 0.01 87.3
Annual ——————————————
Worker < 0.005 < 0.005 0.03 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 5.57 < 0.005 < 0.005 5.65
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling < 0.005 0.02 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 13.7 < 0.005 < 0.005 14.4
3.5. Building Construction (2023) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Onsite ——————————————
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——————————————Daily,
Summer
(Max)
Daily,
Winter
(Max)
——————————————
Off-Road
Equipment
0.62 18.9 14.3 0.02 0.69 —0.69 0.64 —0.64 2,397 0.10 0.02 2,406
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Off-Road
Equipment
0.02 0.52 0.39 < 0.005 0.02 —0.02 0.02 —0.02 65.7 < 0.005 < 0.005 65.9
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Off-Road
Equipment
< 0.005 0.09 0.07 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 10.9 < 0.005 < 0.005 10.9
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Offsite ——————————————
Daily,
Summer
(Max)
——————————————
Daily,
Winter
(Max)
——————————————
Worker 0.09 0.11 1.20 0.00 0.00 0.01 0.01 0.00 0.00 0.00 233 0.01 0.01 235
Vendor < 0.005 0.20 0.11 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 0.01 163 0.01 0.02 170
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Worker < 0.005 < 0.005 0.03 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 6.46 < 0.005 < 0.005 6.55
Vendor < 0.005 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 4.46 < 0.005 < 0.005 4.67
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Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 1.07 < 0.005 < 0.005 1.09
Vendor < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 0.74 < 0.005 < 0.005 0.77
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
3.6. Building Construction (2023) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Onsite ——————————————
Daily,
Summer
(Max)
——————————————
Daily,
Winter
(Max)
——————————————
Off-Road
Equipment
0.62 18.9 14.3 0.02 0.69 —0.69 0.64 —0.64 2,397 0.10 0.02 2,406
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Off-Road
Equipment
0.02 0.52 0.39 < 0.005 0.02 —0.02 0.02 —0.02 65.7 < 0.005 < 0.005 65.9
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Off-Road
Equipment
< 0.005 0.09 0.07 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 10.9 < 0.005 < 0.005 10.9
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Offsite ——————————————
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——————————————Daily,
Summer
(Max)
Daily,
Winter
(Max)
——————————————
Worker 0.09 0.11 1.20 0.00 0.00 0.01 0.01 0.00 0.00 0.00 233 0.01 0.01 235
Vendor < 0.005 0.20 0.11 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 0.01 163 0.01 0.02 170
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Worker < 0.005 < 0.005 0.03 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 6.46 < 0.005 < 0.005 6.55
Vendor < 0.005 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 4.46 < 0.005 < 0.005 4.67
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 1.07 < 0.005 < 0.005 1.09
Vendor < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 0.74 < 0.005 < 0.005 0.77
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
3.7. Building Construction (2024) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Onsite ——————————————
Daily,
Summer
(Max)
——————————————
Off-Road
Equipment
0.62 18.9 14.3 0.02 0.69 —0.69 0.64 —0.64 2,398 0.10 0.02 2,406
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
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——————————————Daily,
Winter
(Max)
Off-Road
Equipment
0.62 18.9 14.3 0.02 0.69 —0.69 0.64 —0.64 2,398 0.10 0.02 2,406
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Off-Road
Equipment
0.44 13.5 10.2 0.02 0.49 —0.49 0.46 —0.46 1,717 0.07 0.01 1,723
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Off-Road
Equipment
0.08 2.47 1.87 < 0.005 0.09 —0.09 0.08 —0.08 284 0.01 < 0.005 285
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Offsite ——————————————
Daily,
Summer
(Max)
——————————————
Worker 0.09 0.08 1.46 0.00 0.00 0.01 0.01 0.00 0.00 0.00 249 0.01 0.01 253
Vendor < 0.005 0.18 0.10 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 0.01 161 0.01 0.02 169
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Worker 0.09 0.10 1.10 0.00 0.00 0.01 0.01 0.00 0.00 0.00 228 0.01 0.01 231
Vendor < 0.005 0.19 0.10 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 0.01 161 0.01 0.02 168
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Worker 0.06 0.07 0.83 0.00 0.00 0.01 0.01 0.00 0.00 0.00 166 0.01 0.01 168
Vendor < 0.005 0.14 0.07 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 115 0.01 0.02 121
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Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Worker 0.01 0.01 0.15 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 27.4 < 0.005 < 0.005 27.8
Vendor < 0.005 0.03 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 19.1 < 0.005 < 0.005 20.0
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
3.8. Building Construction (2024) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Onsite ——————————————
Daily,
Summer
(Max)
——————————————
Off-Road
Equipment
0.62 18.9 14.3 0.02 0.69 —0.69 0.64 —0.64 2,398 0.10 0.02 2,406
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Off-Road
Equipment
0.62 18.9 14.3 0.02 0.69 —0.69 0.64 —0.64 2,398 0.10 0.02 2,406
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Off-Road
Equipment
0.44 13.5 10.2 0.02 0.49 —0.49 0.46 —0.46 1,717 0.07 0.01 1,723
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Off-Road
Equipment
0.08 2.47 1.87 < 0.005 0.09 —0.09 0.08 —0.08 284 0.01 < 0.005 285
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Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Offsite ——————————————
Daily,
Summer
(Max)
——————————————
Worker 0.09 0.08 1.46 0.00 0.00 0.01 0.01 0.00 0.00 0.00 249 0.01 0.01 253
Vendor < 0.005 0.18 0.10 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 0.01 161 0.01 0.02 169
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Worker 0.09 0.10 1.10 0.00 0.00 0.01 0.01 0.00 0.00 0.00 228 0.01 0.01 231
Vendor < 0.005 0.19 0.10 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 0.01 161 0.01 0.02 168
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Worker 0.06 0.07 0.83 0.00 0.00 0.01 0.01 0.00 0.00 0.00 166 0.01 0.01 168
Vendor < 0.005 0.14 0.07 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 115 0.01 0.02 121
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Worker 0.01 0.01 0.15 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 27.4 < 0.005 < 0.005 27.8
Vendor < 0.005 0.03 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 19.1 < 0.005 < 0.005 20.0
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
3.9. Building Construction (2025) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Onsite ——————————————
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——————————————Daily,
Summer
(Max)
Off-Road
Equipment
0.62 18.9 14.3 0.02 0.69 —0.69 0.64 —0.64 2,398 0.10 0.02 2,406
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Off-Road
Equipment
0.62 18.9 14.3 0.02 0.69 —0.69 0.64 —0.64 2,398 0.10 0.02 2,406
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Off-Road
Equipment
0.22 6.57 4.98 0.01 0.24 —0.24 0.22 —0.22 835 0.03 0.01 838
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Off-Road
Equipment
0.04 1.20 0.91 < 0.005 0.04 —0.04 0.04 —0.04 138 0.01 < 0.005 139
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Offsite ——————————————
Daily,
Summer
(Max)
——————————————
Worker 0.08 0.08 1.35 0.00 0.00 0.01 0.01 0.00 0.00 0.00 243 0.01 0.01 247
Vendor < 0.005 0.18 0.10 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 0.01 158 0.01 0.02 166
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Worker 0.07 0.08 1.01 0.00 0.00 0.01 0.01 0.00 0.00 0.00 223 0.01 0.01 226
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Vendor < 0.005 0.18 0.10 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 0.01 158 0.01 0.02 166
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Worker 0.03 0.03 0.37 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 78.9 < 0.005 < 0.005 80.0
Vendor < 0.005 0.06 0.03 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 55.2 < 0.005 0.01 57.8
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Worker < 0.005 0.01 0.07 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 13.1 < 0.005 < 0.005 13.2
Vendor < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 9.13 < 0.005 < 0.005 9.57
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
3.10. Building Construction (2025) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Onsite ——————————————
Daily,
Summer
(Max)
——————————————
Off-Road
Equipment
0.62 18.9 14.3 0.02 0.69 —0.69 0.64 —0.64 2,398 0.10 0.02 2,406
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Off-Road
Equipment
0.62 18.9 14.3 0.02 0.69 —0.69 0.64 —0.64 2,398 0.10 0.02 2,406
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
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Off-Road
Equipment
0.22 6.57 4.98 0.01 0.24 —0.24 0.22 —0.22 835 0.03 0.01 838
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Off-Road
Equipment
0.04 1.20 0.91 < 0.005 0.04 —0.04 0.04 —0.04 138 0.01 < 0.005 139
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Offsite ——————————————
Daily,
Summer
(Max)
——————————————
Worker 0.08 0.08 1.35 0.00 0.00 0.01 0.01 0.00 0.00 0.00 243 0.01 0.01 247
Vendor < 0.005 0.18 0.10 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 0.01 158 0.01 0.02 166
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Worker 0.07 0.08 1.01 0.00 0.00 0.01 0.01 0.00 0.00 0.00 223 0.01 0.01 226
Vendor < 0.005 0.18 0.10 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 0.01 158 0.01 0.02 166
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Worker 0.03 0.03 0.37 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 78.9 < 0.005 < 0.005 80.0
Vendor < 0.005 0.06 0.03 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 55.2 < 0.005 0.01 57.8
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Worker < 0.005 0.01 0.07 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 13.1 < 0.005 < 0.005 13.2
Vendor < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 9.13 < 0.005 < 0.005 9.57
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
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3.11. Paving (2025) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Onsite ——————————————
Daily,
Summer
(Max)
——————————————
Off-Road
Equipment
0.50 13.3 10.6 0.01 0.58 —0.58 0.54 —0.54 1,511 0.06 0.01 1,517
Paving 0.04 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Average
Daily
——————————————
Off-Road
Equipment
0.02 0.55 0.44 < 0.005 0.02 —0.02 0.02 —0.02 62.1 < 0.005 < 0.005 62.3
Paving < 0.005 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Off-Road
Equipment
< 0.005 0.10 0.08 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 10.3 < 0.005 < 0.005 10.3
Paving < 0.005 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Offsite ——————————————
Daily,
Summer
(Max)
——————————————
Worker 0.07 0.07 1.17 0.00 0.00 0.01 0.01 0.00 0.00 0.00 211 0.01 0.01 215
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
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Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Average
Daily
——————————————
Worker < 0.005 < 0.005 0.04 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 8.08 < 0.005 < 0.005 8.19
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 1.34 < 0.005 < 0.005 1.36
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
3.12. Paving (2025) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Onsite ——————————————
Daily,
Summer
(Max)
——————————————
Off-Road
Equipment
0.50 13.3 10.6 0.01 0.58 —0.58 0.54 —0.54 1,511 0.06 0.01 1,517
Paving 0.04 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Average
Daily
——————————————
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Off-Road
Equipment
0.02 0.55 0.44 < 0.005 0.02 —0.02 0.02 —0.02 62.1 < 0.005 < 0.005 62.3
Paving < 0.005 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Off-Road
Equipment
< 0.005 0.10 0.08 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 10.3 < 0.005 < 0.005 10.3
Paving < 0.005 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Offsite ——————————————
Daily,
Summer
(Max)
——————————————
Worker 0.07 0.07 1.17 0.00 0.00 0.01 0.01 0.00 0.00 0.00 211 0.01 0.01 215
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Average
Daily
——————————————
Worker < 0.005 < 0.005 0.04 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 8.08 < 0.005 < 0.005 8.19
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 1.34 < 0.005 < 0.005 1.36
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
3.13. Architectural Coating (2024) - Unmitigated
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Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Onsite ——————————————
Daily,
Summer
(Max)
——————————————
Daily,
Winter
(Max)
——————————————
Off-Road
Equipment
0.05 1.09 0.96 < 0.005 0.07 —0.07 0.06 —0.06 134 0.01 < 0.005 134
Architectura
l
Coatings
2.94 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Off-Road
Equipment
0.01 0.15 0.14 < 0.005 0.01 —0.01 0.01 —0.01 18.8 < 0.005 < 0.005 18.9
Architectura
l
Coatings
0.41 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Off-Road
Equipment
< 0.005 0.03 0.02 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 3.11 < 0.005 < 0.005 3.13
Architectura
l
Coatings
0.08 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Offsite ——————————————
Daily,
Summer
(Max)
——————————————
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Daily,
Winter
(Max)
——————————————
Worker 0.02 0.02 0.22 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 45.6 < 0.005 < 0.005 46.2
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Worker < 0.005 < 0.005 0.03 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 6.52 < 0.005 < 0.005 6.61
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 1.08 < 0.005 < 0.005 1.09
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
3.14. Architectural Coating (2024) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Onsite ——————————————
Daily,
Summer
(Max)
——————————————
Daily,
Winter
(Max)
——————————————
Off-Road
Equipment
0.05 1.09 0.96 < 0.005 0.07 —0.07 0.06 —0.06 134 0.01 < 0.005 134
Architectura
l
Coatings
2.94 —————————————
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Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Off-Road
Equipment
0.01 0.15 0.14 < 0.005 0.01 —0.01 0.01 —0.01 18.8 < 0.005 < 0.005 18.9
Architectura
l
Coatings
0.41 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Off-Road
Equipment
< 0.005 0.03 0.02 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 3.11 < 0.005 < 0.005 3.13
Architectura
l
Coatings
0.08 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Offsite ——————————————
Daily,
Summer
(Max)
——————————————
Daily,
Winter
(Max)
——————————————
Worker 0.02 0.02 0.22 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 45.6 < 0.005 < 0.005 46.2
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Worker < 0.005 < 0.005 0.03 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 6.52 < 0.005 < 0.005 6.61
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
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Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 1.08 < 0.005 < 0.005 1.09
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
3.15. Architectural Coating (2025) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Onsite ——————————————
Daily,
Summer
(Max)
——————————————
Off-Road
Equipment
0.05 1.09 0.96 < 0.005 0.07 —0.07 0.06 —0.06 134 0.01 < 0.005 134
Architectura
l
Coatings
2.94 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Off-Road
Equipment
0.05 1.09 0.96 < 0.005 0.07 —0.07 0.06 —0.06 134 0.01 < 0.005 134
Architectura
l
Coatings
2.94 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Off-Road
Equipment
0.02 0.44 0.39 < 0.005 0.03 —0.03 0.02 —0.02 53.8 < 0.005 < 0.005 54.0
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—————————————1.19Architectura
l
Coatings
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Off-Road
Equipment
< 0.005 0.08 0.07 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 8.91 < 0.005 < 0.005 8.94
Architectura
l
Coatings
0.22 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Offsite ——————————————
Daily,
Summer
(Max)
——————————————
Worker 0.02 0.02 0.27 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 48.7 < 0.005 < 0.005 49.4
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Worker 0.01 0.02 0.20 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 44.6 < 0.005 < 0.005 45.2
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Worker 0.01 0.01 0.09 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 18.3 < 0.005 < 0.005 18.5
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Worker < 0.005 < 0.005 0.02 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 3.02 < 0.005 < 0.005 3.06
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Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
3.16. Architectural Coating (2025) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Onsite ——————————————
Daily,
Summer
(Max)
——————————————
Off-Road
Equipment
0.05 1.09 0.96 < 0.005 0.07 —0.07 0.06 —0.06 134 0.01 < 0.005 134
Architectura
l
Coatings
2.94 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Off-Road
Equipment
0.05 1.09 0.96 < 0.005 0.07 —0.07 0.06 —0.06 134 0.01 < 0.005 134
Architectura
l
Coatings
2.94 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Off-Road
Equipment
0.02 0.44 0.39 < 0.005 0.03 —0.03 0.02 —0.02 53.8 < 0.005 < 0.005 54.0
Architectura
l
Coatings
1.19 —————————————
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Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Off-Road
Equipment
< 0.005 0.08 0.07 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 8.91 < 0.005 < 0.005 8.94
Architectura
l
Coatings
0.22 —————————————
Onsite truck 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Offsite ——————————————
Daily,
Summer
(Max)
——————————————
Worker 0.02 0.02 0.27 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 48.7 < 0.005 < 0.005 49.4
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Worker 0.01 0.02 0.20 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 44.6 < 0.005 < 0.005 45.2
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
——————————————
Worker 0.01 0.01 0.09 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 18.3 < 0.005 < 0.005 18.5
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Worker < 0.005 < 0.005 0.02 0.00 0.00 < 0.005 < 0.005 0.00 0.00 0.00 3.02 < 0.005 < 0.005 3.06
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
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4. Operations Emissions Details
4.1. Mobile Emissions by Land Use
4.1.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Single
Family
Housing
1.76 1.42 13.1 0.03 0.02 1.00 1.02 0.02 0.18 0.20 3,086 0.16 0.15 3,145
Parking Lot 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Total 1.76 1.42 13.1 0.03 0.02 1.00 1.02 0.02 0.18 0.20 3,086 0.16 0.15 3,145
Daily,
Winter
(Max)
——————————————
Single
Family
Housing
1.62 1.52 11.2 0.03 0.02 1.00 1.02 0.02 0.18 0.20 2,894 0.17 0.15 2,943
Parking Lot 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Total 1.62 1.52 11.2 0.03 0.02 1.00 1.02 0.02 0.18 0.20 2,894 0.17 0.15 2,943
Annual ——————————————
Single
Family
Housing
0.29 0.28 2.11 0.01 < 0.005 0.18 0.19 < 0.005 0.03 0.04 484 0.03 0.03 493
Parking Lot 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Total 0.29 0.28 2.11 0.01 < 0.005 0.18 0.19 < 0.005 0.03 0.04 484 0.03 0.03 493
4.1.2. Mitigated
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Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Single
Family
Housing
1.76 1.42 13.1 0.03 0.02 1.00 1.02 0.02 0.18 0.20 3,086 0.16 0.15 3,145
Parking Lot 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Total 1.76 1.42 13.1 0.03 0.02 1.00 1.02 0.02 0.18 0.20 3,086 0.16 0.15 3,145
Daily,
Winter
(Max)
——————————————
Single
Family
Housing
1.62 1.52 11.2 0.03 0.02 1.00 1.02 0.02 0.18 0.20 2,894 0.17 0.15 2,943
Parking Lot 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Total 1.62 1.52 11.2 0.03 0.02 1.00 1.02 0.02 0.18 0.20 2,894 0.17 0.15 2,943
Annual ——————————————
Single
Family
Housing
0.29 0.28 2.11 0.01 < 0.005 0.18 0.19 < 0.005 0.03 0.04 484 0.03 0.03 493
Parking Lot 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Total 0.29 0.28 2.11 0.01 < 0.005 0.18 0.19 < 0.005 0.03 0.04 484 0.03 0.03 493
4.2. Energy
4.2.1. Electricity Emissions By Land Use - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
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——————————————Daily,
Summer
(Max)
Single
Family
Housing
——————————532 0.03 < 0.005 534
Parking Lot ——————————13.5 < 0.005 < 0.005 13.6
Total ——————————546 0.03 < 0.005 548
Daily,
Winter
(Max)
——————————————
Single
Family
Housing
——————————532 0.03 < 0.005 534
Parking Lot ——————————13.5 < 0.005 < 0.005 13.6
Total ——————————546 0.03 < 0.005 548
Annual ——————————————
Single
Family
Housing
——————————88.1 0.01 < 0.005 88.5
Parking Lot ——————————2.24 < 0.005 < 0.005 2.25
Total ——————————90.4 0.01 < 0.005 90.7
4.2.2. Electricity Emissions By Land Use - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Single
Family
Housing
——————————532 0.03 < 0.005 534
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Parking Lot ——————————13.5 < 0.005 < 0.005 13.6
Total ——————————546 0.03 < 0.005 548
Daily,
Winter
(Max)
——————————————
Single
Family
Housing
——————————532 0.03 < 0.005 534
Parking Lot ——————————13.5 < 0.005 < 0.005 13.6
Total ——————————546 0.03 < 0.005 548
Annual ——————————————
Single
Family
Housing
——————————88.1 0.01 < 0.005 88.5
Parking Lot ——————————2.24 < 0.005 < 0.005 2.25
Total ——————————90.4 0.01 < 0.005 90.7
4.2.3. Natural Gas Emissions By Land Use - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Single
Family
Housing
0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
Parking Lot 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
Total 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
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0.000.000.000.000.00—0.000.00—0.000.000.000.000.00Single
Family
Housing
Parking Lot 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
Total 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
Annual ——————————————
Single
Family
Housing
0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
Parking Lot 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
Total 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
4.2.4. Natural Gas Emissions By Land Use - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Single
Family
Housing
0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
Parking Lot 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
Total 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
——————————————
Single
Family
Housing
0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
Parking Lot 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
Total 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
Annual ——————————————
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Single
Family
Housing
0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
Parking Lot 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
Total 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 0.00 0.00 0.00 0.00
4.3. Area Emissions by Source
4.3.2. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Source ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Hearths 12.5 1.00 24.4 0.06 3.43 —3.43 3.36 —3.36 1,309 1.34 0.02 1,347
Consumer
Products
2.00 —————————————
Architectura
l
Coatings
0.16 —————————————
Landscape
Equipment
0.24 0.03 2.72 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 7.28 < 0.005 < 0.005 7.31
Total 14.9 1.02 27.1 0.06 3.43 —3.43 3.37 —3.37 1,316 1.34 0.02 1,354
Daily,
Winter
(Max)
——————————————
Hearths 12.5 1.00 24.4 0.06 3.43 —3.43 3.36 —3.36 1,309 1.34 0.02 1,347
Consumer
Products
2.00 —————————————
Architectura
l
Coatings
0.16 —————————————
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Total 14.7 1.00 24.4 0.06 3.43 —3.43 3.36 —3.36 1,309 1.34 0.02 1,347
Annual ——————————————
Hearths 0.16 0.01 0.31 < 0.005 0.04 —0.04 0.04 —0.04 14.8 0.02 < 0.005 15.3
Consumer
Products
0.37 —————————————
Architectura
l
Coatings
0.03 —————————————
Landscape
Equipment
0.03 < 0.005 0.34 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 0.83 < 0.005 < 0.005 0.83
Total 0.58 0.02 0.64 < 0.005 0.04 —0.04 0.04 —0.04 15.7 0.02 < 0.005 16.1
4.3.1. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Source ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Hearths 12.5 1.00 24.4 0.06 3.43 —3.43 3.36 —3.36 1,309 1.34 0.02 1,347
Consumer
Products
2.00 —————————————
Architectura
l
Coatings
0.16 —————————————
Landscape
Equipment
0.24 0.03 2.72 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 7.28 < 0.005 < 0.005 7.31
Total 14.9 1.02 27.1 0.06 3.43 —3.43 3.37 —3.37 1,316 1.34 0.02 1,354
Daily,
Winter
(Max)
——————————————
Hearths 12.5 1.00 24.4 0.06 3.43 —3.43 3.36 —3.36 1,309 1.34 0.02 1,347
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—————————————2.00Consumer
Products
Architectura
l
Coatings
0.16 —————————————
Total 14.7 1.00 24.4 0.06 3.43 —3.43 3.36 —3.36 1,309 1.34 0.02 1,347
Annual ——————————————
Hearths 0.16 0.01 0.31 < 0.005 0.04 —0.04 0.04 —0.04 14.8 0.02 < 0.005 15.3
Consumer
Products
0.37 —————————————
Architectura
l
Coatings
0.03 —————————————
Landscape
Equipment
0.03 < 0.005 0.34 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 0.83 < 0.005 < 0.005 0.83
Total 0.58 0.02 0.64 < 0.005 0.04 —0.04 0.04 —0.04 15.7 0.02 < 0.005 16.1
4.4. Water Emissions by Land Use
4.4.2. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Single
Family
Housing
——————————47.7 0.40 0.01 60.5
Parking Lot ——————————0.00 0.00 0.00 0.00
Total ——————————47.7 0.40 0.01 60.5
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——————————————Daily,
Winter
(Max)
Single
Family
Housing
——————————47.7 0.40 0.01 60.5
Parking Lot ——————————0.00 0.00 0.00 0.00
Total ——————————47.7 0.40 0.01 60.5
Annual ——————————————
Single
Family
Housing
——————————7.89 0.07 < 0.005 10.0
Parking Lot ——————————0.00 0.00 0.00 0.00
Total ——————————7.89 0.07 < 0.005 10.0
4.4.1. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Single
Family
Housing
——————————31.1 0.39 0.01 43.8
Parking Lot ——————————0.00 0.00 0.00 0.00
Total ——————————31.1 0.39 0.01 43.8
Daily,
Winter
(Max)
——————————————
Single
Family
Housing
——————————31.1 0.39 0.01 43.8
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Parking Lot ——————————0.00 0.00 0.00 0.00
Total ——————————31.1 0.39 0.01 43.8
Annual ——————————————
Single
Family
Housing
——————————5.15 0.07 < 0.005 7.25
Parking Lot ——————————0.00 0.00 0.00 0.00
Total ——————————5.15 0.07 < 0.005 7.25
4.5. Waste Emissions by Land Use
4.5.2. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Single
Family
Housing
——————————25.0 2.50 0.00 87.5
Parking Lot ——————————0.00 0.00 0.00 0.00
Total ——————————25.0 2.50 0.00 87.5
Daily,
Winter
(Max)
——————————————
Single
Family
Housing
——————————25.0 2.50 0.00 87.5
Parking Lot ——————————0.00 0.00 0.00 0.00
Total ——————————25.0 2.50 0.00 87.5
Annual ——————————————
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Single
Family
Housing
——————————4.14 0.41 0.00 14.5
Parking Lot ——————————0.00 0.00 0.00 0.00
Total ——————————4.14 0.41 0.00 14.5
4.5.1. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Single
Family
Housing
——————————25.0 2.50 0.00 87.5
Parking Lot ——————————0.00 0.00 0.00 0.00
Total ——————————25.0 2.50 0.00 87.5
Daily,
Winter
(Max)
——————————————
Single
Family
Housing
——————————25.0 2.50 0.00 87.5
Parking Lot ——————————0.00 0.00 0.00 0.00
Total ——————————25.0 2.50 0.00 87.5
Annual ——————————————
Single
Family
Housing
——————————4.14 0.41 0.00 14.5
Parking Lot ——————————0.00 0.00 0.00 0.00
Total ——————————4.14 0.41 0.00 14.5
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4.6. Refrigerant Emissions by Land Use
4.6.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Single
Family
Housing
—————————————0.67
Total —————————————0.67
Daily,
Winter
(Max)
——————————————
Single
Family
Housing
—————————————0.67
Total —————————————0.67
Annual ——————————————
Single
Family
Housing
—————————————0.11
Total —————————————0.11
4.6.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
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Single
Family
Housing
—————————————0.67
Total —————————————0.67
Daily,
Winter
(Max)
——————————————
Single
Family
Housing
—————————————0.67
Total —————————————0.67
Annual ——————————————
Single
Family
Housing
—————————————0.11
Total —————————————0.11
4.7. Offroad Emissions By Equipment Type
4.7.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Equipment
Type
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Total ——————————————
Daily,
Winter
(Max)
——————————————
Total ——————————————
Annual ——————————————
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Total ——————————————
4.7.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Equipment
Type
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Total ——————————————
Daily,
Winter
(Max)
——————————————
Total ——————————————
Annual ——————————————
Total ——————————————
4.8. Stationary Emissions By Equipment Type
4.8.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Equipment
Type
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Total ——————————————
Daily,
Winter
(Max)
——————————————
Total ——————————————
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Annual ——————————————
Total ——————————————
4.8.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Equipment
Type
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Total ——————————————
Daily,
Winter
(Max)
——————————————
Total ——————————————
Annual ——————————————
Total ——————————————
4.9. User Defined Emissions By Equipment Type
4.9.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Equipment
Type
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Total ——————————————
Daily,
Winter
(Max)
——————————————
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Total ——————————————
Annual ——————————————
Total ——————————————
4.9.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Equipment
Type
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Total ——————————————
Daily,
Winter
(Max)
——————————————
Total ——————————————
Annual ——————————————
Total ——————————————
4.10. Soil Carbon Accumulation By Vegetation Type
4.10.1. Soil Carbon Accumulation By Vegetation Type - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Vegetation ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Total ——————————————
Daily,
Winter
(Max)
——————————————
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Total ——————————————
Annual ——————————————
Total ——————————————
4.10.2. Above and Belowground Carbon Accumulation by Land Use Type - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Total ——————————————
Daily,
Winter
(Max)
——————————————
Total ——————————————
Annual ——————————————
Total ——————————————
4.10.3. Avoided and Sequestered Emissions by Species - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Species ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Avoided ——————————————
Subtotal ——————————————
Sequestere
d
——————————————
Subtotal ——————————————
Removed ——————————————
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Subtotal ——————————————
———————————————
Daily,
Winter
(Max)
——————————————
Avoided ——————————————
Subtotal ——————————————
Sequestere
d
——————————————
Subtotal ——————————————
Removed ——————————————
Subtotal ——————————————
———————————————
Annual ——————————————
Avoided ——————————————
Subtotal ——————————————
Sequestere
d
——————————————
Subtotal ——————————————
Removed ——————————————
Subtotal ——————————————
———————————————
4.10.4. Soil Carbon Accumulation By Vegetation Type - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Vegetation ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
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Total ——————————————
Daily,
Winter
(Max)
——————————————
Total ——————————————
Annual ——————————————
Total ——————————————
4.10.5. Above and Belowground Carbon Accumulation by Land Use Type - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Total ——————————————
Daily,
Winter
(Max)
——————————————
Total ——————————————
Annual ——————————————
Total ——————————————
4.10.6. Avoided and Sequestered Emissions by Species - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Species ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T CO2T CH4 N2O CO2e
Daily,
Summer
(Max)
——————————————
Avoided ——————————————
Subtotal ——————————————
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Sequestere ——————————————
Subtotal ——————————————
Removed ——————————————
Subtotal ——————————————
———————————————
Daily,
Winter
(Max)
——————————————
Avoided ——————————————
Subtotal ——————————————
Sequestere
d
——————————————
Subtotal ——————————————
Removed ——————————————
Subtotal ——————————————
———————————————
Annual ——————————————
Avoided ——————————————
Subtotal ——————————————
Sequestere
d
——————————————
Subtotal ——————————————
Removed ——————————————
Subtotal ——————————————
———————————————
5. Activity Data
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5.1. Construction Schedule
Phase Name Phase Type Start Date End Date Days Per Week Work Days per Phase Phase Description
Site Preparation Site Preparation 9/4/2023 10/13/2023 5.00 30.0 —
Grading Grading 10/16/2023 12/15/2023 5.00 45.0 —
Building Construction Building Construction 12/18/2023 6/27/2025 5.00 400 —
Paving Paving 6/30/2025 7/18/2025 5.00 15.0 —
Architectural Coating Architectural Coating 10/21/2024 7/25/2025 5.00 200 —
5.2. Off-Road Equipment
5.2.1. Unmitigated
Phase Name Equipment Type Fuel Type Engine Tier Number per Day Hours Per Day Horsepower Load Factor
Site Preparation Rubber Tired Dozers Diesel Tier 2 3.00 8.00 367 0.40
Site Preparation Tractors/Loaders/Backh
oes
Diesel Tier 2 4.00 8.00 84.0 0.37
Grading Graders Diesel Tier 2 1.00 8.00 148 0.41
Grading Excavators Diesel Tier 2 2.00 8.00 36.0 0.38
Grading Tractors/Loaders/Backh
oes
Diesel Tier 2 2.00 8.00 84.0 0.37
Grading Scrapers Diesel Tier 2 2.00 8.00 423 0.48
Grading Rubber Tired Dozers Diesel Tier 2 1.00 8.00 367 0.40
Building Construction Forklifts Diesel Tier 2 3.00 8.00 82.0 0.20
Building Construction Generator Sets Diesel Tier 2 1.00 8.00 14.0 0.74
Building Construction Cranes Diesel Tier 2 1.00 7.00 367 0.29
Building Construction Welders Diesel Tier 2 1.00 8.00 46.0 0.45
Building Construction Tractors/Loaders/Backh
oes
Diesel Tier 2 3.00 7.00 84.0 0.37
Paving Pavers Diesel Tier 2 2.00 8.00 81.0 0.42
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Paving Paving Equipment Diesel Tier 2 2.00 8.00 89.0 0.36
Paving Rollers Diesel Tier 2 2.00 8.00 36.0 0.38
Architectural Coating Air Compressors Diesel Tier 2 1.00 6.00 37.0 0.48
5.2.2. Mitigated
Phase Name Equipment Type Fuel Type Engine Tier Number per Day Hours Per Day Horsepower Load Factor
Site Preparation Rubber Tired Dozers Diesel Tier 2 3.00 8.00 367 0.40
Site Preparation Tractors/Loaders/Backh
oes
Diesel Tier 2 4.00 8.00 84.0 0.37
Grading Graders Diesel Tier 2 1.00 8.00 148 0.41
Grading Excavators Diesel Tier 2 2.00 8.00 36.0 0.38
Grading Tractors/Loaders/Backh
oes
Diesel Tier 2 2.00 8.00 84.0 0.37
Grading Scrapers Diesel Tier 2 2.00 8.00 423 0.48
Grading Rubber Tired Dozers Diesel Tier 2 1.00 8.00 367 0.40
Building Construction Forklifts Diesel Tier 2 3.00 8.00 82.0 0.20
Building Construction Generator Sets Diesel Tier 2 1.00 8.00 14.0 0.74
Building Construction Cranes Diesel Tier 2 1.00 7.00 367 0.29
Building Construction Welders Diesel Tier 2 1.00 8.00 46.0 0.45
Building Construction Tractors/Loaders/Backh
oes
Diesel Tier 2 3.00 7.00 84.0 0.37
Paving Pavers Diesel Tier 2 2.00 8.00 81.0 0.42
Paving Paving Equipment Diesel Tier 2 2.00 8.00 89.0 0.36
Paving Rollers Diesel Tier 2 2.00 8.00 36.0 0.38
Architectural Coating Air Compressors Diesel Tier 2 1.00 6.00 37.0 0.48
5.3. Construction Vehicles
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5.3.1. Unmitigated
Phase Name Trip Type One-Way Trips per Day Miles per Trip Vehicle Mix
Site Preparation ————
Site Preparation Worker 17.5 18.5 LDA,LDT1,LDT2
Site Preparation Vendor —10.2 HHDT,MHDT
Site Preparation Hauling 0.00 20.0 HHDT
Site Preparation Onsite truck ——HHDT
Grading ————
Grading Worker 20.0 18.5 LDA,LDT1,LDT2
Grading Vendor —10.2 HHDT,MHDT
Grading Hauling 9.42 20.0 HHDT
Grading Onsite truck ——HHDT
Building Construction ————
Building Construction Worker 17.3 18.5 LDA,LDT1,LDT2
Building Construction Vendor 5.13 10.2 HHDT,MHDT
Building Construction Hauling 0.00 20.0 HHDT
Building Construction Onsite truck ——HHDT
Paving ————
Paving Worker 15.0 18.5 LDA,LDT1,LDT2
Paving Vendor —10.2 HHDT,MHDT
Paving Hauling 0.00 20.0 HHDT
Paving Onsite truck ——HHDT
Architectural Coating ————
Architectural Coating Worker 3.46 18.5 LDA,LDT1,LDT2
Architectural Coating Vendor —10.2 HHDT,MHDT
Architectural Coating Hauling 0.00 20.0 HHDT
Architectural Coating Onsite truck ——HHDT
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5.3.2. Mitigated
Phase Name Trip Type One-Way Trips per Day Miles per Trip Vehicle Mix
Site Preparation ————
Site Preparation Worker 17.5 18.5 LDA,LDT1,LDT2
Site Preparation Vendor —10.2 HHDT,MHDT
Site Preparation Hauling 0.00 20.0 HHDT
Site Preparation Onsite truck ——HHDT
Grading ————
Grading Worker 20.0 18.5 LDA,LDT1,LDT2
Grading Vendor —10.2 HHDT,MHDT
Grading Hauling 9.42 20.0 HHDT
Grading Onsite truck ——HHDT
Building Construction ————
Building Construction Worker 17.3 18.5 LDA,LDT1,LDT2
Building Construction Vendor 5.13 10.2 HHDT,MHDT
Building Construction Hauling 0.00 20.0 HHDT
Building Construction Onsite truck ——HHDT
Paving ————
Paving Worker 15.0 18.5 LDA,LDT1,LDT2
Paving Vendor —10.2 HHDT,MHDT
Paving Hauling 0.00 20.0 HHDT
Paving Onsite truck ——HHDT
Architectural Coating ————
Architectural Coating Worker 3.46 18.5 LDA,LDT1,LDT2
Architectural Coating Vendor —10.2 HHDT,MHDT
Architectural Coating Hauling 0.00 20.0 HHDT
Architectural Coating Onsite truck ——HHDT
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5.4. Vehicles
5.4.1. Construction Vehicle Control Strategies
Non-applicable. No control strategies activated by user.
5.5. Architectural Coatings
Phase Name Residential Interior Area Coated
(sq ft)
Residential Exterior Area Coated
(sq ft)
Non-Residential Interior Area
Coated (sq ft)
Non-Residential Exterior Area
Coated (sq ft)
Parking Area Coated (sq ft)
Architectural Coating 189,540 63,180 0.00 0.00 635
5.6. Dust Mitigation
5.6.1. Construction Earthmoving Activities
Phase Name Material Imported (Cubic Yards)Material Exported (Cubic Yards)Acres Graded (acres)Material Demolished (sq. ft.)Acres Paved (acres)
Site Preparation 0.00 0.00 45.0 0.00 —
Grading 3,385 0.00 135 0.00 —
Paving 0.00 0.00 0.00 0.00 0.77
5.6.2. Construction Earthmoving Control Strategies
Control Strategies Applied Frequency (per day)PM10 Reduction PM2.5 Reduction
Water Exposed Area 2 61%61%
5.7. Construction Paving
Land Use Area Paved (acres)% Asphalt
Single Family Housing 0.53 0%
Parking Lot 0.24 100%
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5.8. Construction Electricity Consumption and Emissions Factors
kWh per Year and Emission Factor (lb/MWh)
Year kWh per Year CO2 CH4 N2O
2023 0.00 532 0.03 < 0.005
2024 0.00 532 0.03 < 0.005
2025 0.00 532 0.03 < 0.005
5.9. Operational Mobile Sources
5.9.1. Unmitigated
Land Use Type Trips/Weekday Trips/Saturday Trips/Sunday Trips/Year VMT/Weekday VMT/Saturday VMT/Sunday VMT/Year
Single Family
Housing
453 453 453 165,214 3,592 3,592 3,592 1,311,062
Parking Lot 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
5.9.2. Mitigated
Land Use Type Trips/Weekday Trips/Saturday Trips/Sunday Trips/Year VMT/Weekday VMT/Saturday VMT/Sunday VMT/Year
Single Family
Housing
453 453 453 165,214 3,592 3,592 3,592 1,311,062
Parking Lot 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
5.10. Operational Area Sources
5.10.1. Hearths
5.10.1.1. Unmitigated
Hearth Type Unmitigated (number)
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Single Family Housing —
Wood Fireplaces 2
Gas Fireplaces 41
Propane Fireplaces 0
Electric Fireplaces 0
No Fireplaces 5
Conventional Wood Stoves 0
Catalytic Wood Stoves 2
Non-Catalytic Wood Stoves 2
Pellet Wood Stoves 0
5.10.1.2. Mitigated
Hearth Type Unmitigated (number)
Single Family Housing —
Wood Fireplaces 2
Gas Fireplaces 41
Propane Fireplaces 0
Electric Fireplaces 0
No Fireplaces 5
Conventional Wood Stoves 0
Catalytic Wood Stoves 2
Non-Catalytic Wood Stoves 2
Pellet Wood Stoves 0
5.10.2. Architectural Coatings
Residential Interior Area Coated (sq ft)Residential Exterior Area Coated (sq ft)Non-Residential Interior Area Coated
(sq ft)
Non-Residential Exterior Area Coated
(sq ft)
Parking Area Coated (sq ft)
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189540 63,180 0.00 0.00 635
5.10.3. Landscape Equipment
Season Unit Value
Snow Days day/yr 0.00
Summer Days day/yr 250
5.10.4. Landscape Equipment - Mitigated
Season Unit Value
Snow Days day/yr 0.00
Summer Days day/yr 250
5.11. Operational Energy Consumption
5.11.1. Unmitigated
Electricity (kWh/yr) and CO2 and CH4 and N2O and Natural Gas (kBTU/yr)
Land Use Electricity (kWh/yr)CO2 CH4 N2O Natural Gas (kBTU/yr)
Single Family Housing 365,262 532 0.0330 0.0040 0.00
Parking Lot 9,273 532 0.0330 0.0040 0.00
5.11.2. Mitigated
Electricity (kWh/yr) and CO2 and CH4 and N2O and Natural Gas (kBTU/yr)
Land Use Electricity (kWh/yr)CO2 CH4 N2O Natural Gas (kBTU/yr)
Single Family Housing 365,262 532 0.0330 0.0040 0.00
Parking Lot 9,273 532 0.0330 0.0040 0.00
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5.12. Operational Water and Wastewater Consumption
5.12.1. Unmitigated
Land Use Indoor Water (gal/year)Outdoor Water (gal/year)
Single Family Housing 2,000,696 3,102,266
Parking Lot 0.00 0.00
5.12.2. Mitigated
Land Use Indoor Water (gal/year)Outdoor Water (gal/year)
Single Family Housing 2,000,696 955,795
Parking Lot 0.00 0.00
5.13. Operational Waste Generation
5.13.1. Unmitigated
Land Use Waste (ton/year)Cogeneration (kWh/year)
Single Family Housing 14.0 0.00
Parking Lot 0.00 0.00
5.13.2. Mitigated
Land Use Waste (ton/year)Cogeneration (kWh/year)
Single Family Housing 14.0 0.00
Parking Lot 0.00 0.00
5.14. Operational Refrigeration and Air Conditioning Equipment
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5.14.1. Unmitigated
Land Use Type Equipment Type Refrigerant GWP Quantity (kg)Operations Leak Rate Service Leak Rate Times Serviced
Single Family Housing Average room A/C &
Other residential A/C
and heat pumps
R-410A 2,088 < 0.005 2.50 2.50 10.0
Single Family Housing Household refrigerators
and/or freezers
R-134a 1,430 0.12 0.60 0.00 1.00
5.14.2. Mitigated
Land Use Type Equipment Type Refrigerant GWP Quantity (kg)Operations Leak Rate Service Leak Rate Times Serviced
Single Family Housing Average room A/C &
Other residential A/C
and heat pumps
R-410A 2,088 < 0.005 2.50 2.50 10.0
Single Family Housing Household refrigerators
and/or freezers
R-134a 1,430 0.12 0.60 0.00 1.00
5.15. Operational Off-Road Equipment
5.15.1. Unmitigated
Equipment Type Fuel Type Engine Tier Number per Day Hours Per Day Horsepower Load Factor
5.15.2. Mitigated
Equipment Type Fuel Type Engine Tier Number per Day Hours Per Day Horsepower Load Factor
5.16. Stationary Sources
5.16.1. Emergency Generators and Fire Pumps
Equipment Type Fuel Type Number per Day Hours per Day Hours per Year Horsepower Load Factor
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5.16.2. Process Boilers
Equipment Type Fuel Type Number Boiler Rating (MMBtu/hr)Daily Heat Input (MMBtu/day)Annual Heat Input (MMBtu/yr)
5.17. User Defined
Equipment Type Fuel Type
——
5.18. Vegetation
5.18.1. Land Use Change
5.18.1.1. Unmitigated
Vegetation Land Use Type Vegetation Soil Type Initial Acres Final Acres
5.18.1.2. Mitigated
Vegetation Land Use Type Vegetation Soil Type Initial Acres Final Acres
5.18.1. Biomass Cover Type
5.18.1.1. Unmitigated
Biomass Cover Type Initial Acres Final Acres
5.18.1.2. Mitigated
Biomass Cover Type Initial Acres Final Acres
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5.18.2. Sequestration
5.18.2.1. Unmitigated
Tree Type Number Electricity Saved (kWh/year)Natural Gas Saved (btu/year)
5.18.2.2. Mitigated
Tree Type Number Electricity Saved (kWh/year)Natural Gas Saved (btu/year)
6. Climate Risk Detailed Report
6.1. Climate Risk Summary
Cal-Adapt midcentury 2040–2059 average projections for four hazards are reported below for your project location. These are under Representation Concentration Pathway (RCP) 8.5 which assumes GHG
emissions will continue to rise strongly through 2050 and then plateau around 2100.
Climate Hazard Result for Project Location Unit
Temperature and Extreme Heat 23.9 annual days of extreme heat
Extreme Precipitation 8.00 annual days with precipitation above 20 mm
Sea Level Rise 0.00 meters of inundation depth
Wildfire 19.2 annual hectares burned
Temperature and Extreme Heat data are for grid cell in which your project are located. The projection is based on the 98th historical percentile of daily maximum/minimum temperatures from observed
historical data (32 climate model ensemble from Cal-Adapt, 2040–2059 average under RCP 8.5). Each grid cell is 6 kilometers (km) by 6 km, or 3.7 miles (mi) by 3.7 mi.
Extreme Precipitation data are for the grid cell in which your project are located. The threshold of 20 mm is equivalent to about ¾ an inch of rain, which would be light to moderate rainfall if received over a full
day or heavy rain if received over a period of 2 to 4 hours. Each grid cell is 6 kilometers (km) by 6 km, or 3.7 miles (mi) by 3.7 mi.
Sea Level Rise data are for the grid cell in which your project are located. The projections are from Radke et al. (2017), as reported in Cal-Adapt (2040–2059 average under RCP 8.5), and consider different
increments of sea level rise coupled with extreme storm events. Users may select from four model simulations to view the range in potential inundation depth for the grid cell. The four simulations make
different assumptions about expected rainfall and temperature are: Warmer/drier (HadGEM2-ES), Cooler/wetter (CNRM-CM5), Average conditions (CanESM2), Range of different rainfall and temperature
possibilities (MIROC5). Each grid cell is 50 meters (m) by 50 m, or about 164 feet (ft) by 164 ft.
Wildfire data are for the grid cell in which your project are located. The projections are from UC Davis, as reported in Cal-Adapt (2040–2059 average under RCP 8.5), and consider historical data of climate,
vegetation, population density, and large (> 400 ha) fire history. Users may select from four model simulations to view the range in potential wildfire probabilities for the grid cell. The four simulations make
different assumptions about expected rainfall and temperature are: Warmer/drier (HadGEM2-ES), Cooler/wetter (CNRM-CM5), Average conditions (CanESM2), Range of different rainfall and temperature
possibilities (MIROC5). Each grid cell is 6 kilometers (km) by 6 km, or 3.7 miles (mi) by 3.7 mi.
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6.2. Initial Climate Risk Scores
Climate Hazard Exposure Score Sensitivity Score Adaptive Capacity Score Vulnerability Score
Temperature and Extreme Heat 3 0 0 N/A
Extreme Precipitation N/A N/A N/A N/A
Sea Level Rise 1 0 0 N/A
Wildfire 1 0 0 N/A
Flooding N/A N/A N/A N/A
Drought N/A N/A N/A N/A
Snowpack Reduction N/A N/A N/A N/A
Air Quality Degradation 0 0 0 N/A
The sensitivity score reflects the extent to which a project would be adversely affected by exposure to a climate hazard. Exposure is rated on a scale of 1 to 5, with a score of 5 representing the greatest
exposure.
The adaptive capacity of a project refers to its ability to manage and reduce vulnerabilities from projected climate hazards. Adaptive capacity is rated on a scale of 1 to 5, with a score of 5 representing the
greatest ability to adapt.
The overall vulnerability scores are calculated based on the potential impacts and adaptive capacity assessments for each hazard. Scores do not include implementation of climate risk reduction measures.
6.3. Adjusted Climate Risk Scores
Climate Hazard Exposure Score Sensitivity Score Adaptive Capacity Score Vulnerability Score
Temperature and Extreme Heat 3 1 1 3
Extreme Precipitation N/A N/A N/A N/A
Sea Level Rise 1 1 1 2
Wildfire 1 1 1 2
Flooding N/A N/A N/A N/A
Drought N/A N/A N/A N/A
Snowpack Reduction N/A N/A N/A N/A
Air Quality Degradation 1 1 1 2
The sensitivity score reflects the extent to which a project would be adversely affected by exposure to a climate hazard. Exposure is rated on a scale of 1 to 5, with a score of 5 representing the greatest
exposure.
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The adaptive capacity of a project refers to its ability to manage and reduce vulnerabilities from projected climate hazards. Adaptive capacity is rated on a scale of 1 to 5, with a score of 5 representing the
greatest ability to adapt.
The overall vulnerability scores are calculated based on the potential impacts and adaptive capacity assessments for each hazard. Scores include implementation of climate risk reduction measures.
6.4. Climate Risk Reduction Measures
7. Health and Equity Details
7.1. CalEnviroScreen 4.0 Scores
The maximum CalEnviroScreen score is 100. A high score (i.e., greater than 50) reflects a higher pollution burden compared to other census tracts in the state.
Indicator Result for Project Census Tract
Exposure Indicators —
AQ-Ozone 97.6
AQ-PM 91.0
AQ-DPM 33.2
Drinking Water 66.5
Lead Risk Housing 8.36
Pesticides 0.00
Toxic Releases 69.7
Traffic 69.2
Effect Indicators —
CleanUp Sites 37.6
Groundwater 0.00
Haz Waste Facilities/Generators 85.7
Impaired Water Bodies 0.00
Solid Waste 0.00
Sensitive Population —
Asthma 39.1
Cardio-vascular 81.3
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Low Birth Weights 73.3
Socioeconomic Factor Indicators —
Education 36.9
Housing 13.9
Linguistic 33.3
Poverty 27.9
Unemployment 17.1
7.2. Healthy Places Index Scores
The maximum Health Places Index score is 100. A high score (i.e., greater than 50) reflects healthier community conditions compared to other census tracts in the state.
Indicator Result for Project Census Tract
Economic —
Above Poverty 76.79969203
Employed 78.49351983
Median HI 81.94533556
Education —
Bachelor's or higher 52.02104453
High school enrollment 100
Preschool enrollment 15.03913769
Transportation —
Auto Access 90.86359553
Active commuting 24.89413576
Social —
2-parent households 85.23033492
Voting 53.0347748
Neighborhood —
Alcohol availability 76.72269986
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Park access 48.8387014
Retail density 30.45040421
Supermarket access 35.68587194
Tree canopy 5.543436417
Housing —
Homeownership 76.49172334
Housing habitability 94.3282433
Low-inc homeowner severe housing cost burden 71.93635314
Low-inc renter severe housing cost burden 97.11279353
Uncrowded housing 57.46182471
Health Outcomes —
Insured adults 57.69280123
Arthritis 89.6
Asthma ER Admissions 54.5
High Blood Pressure 86.5
Cancer (excluding skin)77.2
Asthma 61.7
Coronary Heart Disease 93.8
Chronic Obstructive Pulmonary Disease 91.4
Diagnosed Diabetes 78.0
Life Expectancy at Birth 48.3
Cognitively Disabled 82.5
Physically Disabled 76.0
Heart Attack ER Admissions 16.4
Mental Health Not Good 66.0
Chronic Kidney Disease 90.3
Obesity 55.2
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Pedestrian Injuries 39.2
Physical Health Not Good 78.6
Stroke 88.3
Health Risk Behaviors —
Binge Drinking 16.3
Current Smoker 66.4
No Leisure Time for Physical Activity 72.6
Climate Change Exposures —
Wildfire Risk 0.0
SLR Inundation Area 0.0
Children 51.6
Elderly 95.7
English Speaking 50.3
Foreign-born 31.5
Outdoor Workers 70.0
Climate Change Adaptive Capacity —
Impervious Surface Cover 47.9
Traffic Density 70.5
Traffic Access 23.0
Other Indices —
Hardship 29.9
Other Decision Support —
2016 Voting 64.7
7.3. Overall Health & Equity Scores
Metric Result for Project Census Tract
CalEnviroScreen 4.0 Score for Project Location (a)50.0
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Healthy Places Index Score for Project Location (b)69.0
Project Located in a Designated Disadvantaged Community (Senate Bill 535)No
Project Located in a Low-Income Community (Assembly Bill 1550)No
Project Located in a Community Air Protection Program Community (Assembly Bill 617)No
a: The maximum CalEnviroScreen score is 100. A high score (i.e., greater than 50) reflects a higher pollution burden compared to other census tracts in the state.
b: The maximum Health Places Index score is 100. A high score (i.e., greater than 50) reflects healthier community conditions compared to other census tracts in the state.
7.4. Health & Equity Measures
No Health & Equity Measures selected.
7.5. Evaluation Scorecard
Health & Equity Evaluation Scorecard not completed.
7.6. Health & Equity Custom Measures
No Health & Equity Custom Measures created.
8. User Changes to Default Data
Screen Justification
Land Use Proposed project would include 48 residential units with 136,484 sf of ornamental landscaping and
26,364 sf of recreational open space
Construction: Construction Phases No demolition required. Construction would begin in September 2023 and end in July 2025. Overlap
between building construction and architectural coating.
Construction: Off-Road Equipment Default construction equipment with Tier 2 engine
Operations: Vehicle Data Based on a trip generation of 453 ADT
Operations: Energy Use Residential units will not include natural gas
AIR QUALITY, GREENHOUSE GAS, AND ENERGY IMPACT REPORT FEBRUARY 2023 CHASE ROAD RESIDENTIAL DEVELOPMENT PROJECT CITY OF FONTANA. CALIFORNIA
\\lsaazfiles.file.core.windows.net\projects\ESL2201.54\PRODUCTS\AQGHGEnergy\Chase Road Residential Development AQ report.docx (02/02/23)
APPENDIX B
ENERGY CALCULATIONS
Phase Off-Road Equipment Type Amount Usage Hour/Day
Total Usage
Days
Total Usage
Hours/Equipment Horsepower Load Factor Total Usage Hours/ Equipment Horsepower-Hour
Fuel Usage
(gallons)
Rubber Tired Dozers 3 8 30 720 367 0.4 720 105696 5411.6352
Tractors/Loaders/Backhoes 4 8 30 960 84 0.37 960 29836.8 1527.64416
Excavators 2 8 45 720 36 0.38 720 9849.6 504.29952
Graders 1 8 45 360 148 0.41 360 21844.8 1118.45376
Rubber Tired Dozers 1 8 45 360 367 0.4 360 52848 2705.8176
Scrapers 2 8 45 720 423 0.48 720 146188.8 7484.86656
Tractors/Loaders/Backhoes 2 8 45 720 84 0.37 720 22377.6 1145.73312
Cranes 1 7 400 2800 367 0.29 2800 298004 15257.8048
Forklifts 3 8 400 9600 82 0.2 9600 157440 8060.928
Generator Sets 1 8 400 3200 14 0.74 3200 33152 1697.3824
Tractors/Loaders/Backhoes 3 7 400 8400 84 0.37 8400 261072 13366.8864
Welders 1 8 400 3200 46 0.45 3200 66240 3391.488
Pavers 2 8 15 240 81 0.42 240 8164.8 418.03776
Paving Equipment 2 8 15 240 89 0.36 240 7689.6 393.70752
Rollers 2 8 15 240 36 0.38 240 3283.2 168.09984
Architectural Coating Air Compressors 1 6 200 1200 37 0.48 1200 21312 1091.1744
Total 63743.95904 Diesel
Construction Off-Road Equipment
Site Preparation
Building Construction
Paving
Grading
Fuel Consumption (1,000
gallons/day)
VMT (miles/
day)
Fuel Efficency
(miles/gallon)
MHDT 88.8 797273.2 9.0
HHDT 711.5 4294976 6.0
HHDT/MHDT --7.5
LDA 1140.9 33073440.0 29.0
LDT1 104.7 2503906 23.9
LDT2 561.9 13160213 23.4
Worker Mix --26.3
Notes:
1 For construction trucks assumes 50 percent HHDT and 50 percent MHDT vehicles, consistent with assumptions in CalEEMod for hauling trucks. For construction worker vehicles assumes 50 percent LDA, 25 percent LDT1, and 25 percent LDT2 vehicles, consistent with assumptions in CalEEMod for worker vehicles.
2 EMFAC2021 was run for San Bernardino County for the construction year 2023. Data was aggregated over all vehicle model years and speed bins.
3 The fuel efficiency was calculated by dividing the VMT (miles/day) by the fuel consumption (gallons/day).
Trip Type Total Trips
Trip Length
(miles)Total VMT Diesel Fuel Effiency (miles/gallon)
Fuel Usage
(gallons/year)
Hauling 848 20 16956 6.0 2826.0
Vendor 4104 10.5 43092 7.5 5745.6
Total 8571.6 Diesel
1 Assumes 100 percent HHDT vehicles for haul trucks and 50 percent HHDT/50 percent MHDT vehicles for MHDT, consistent with assumptions in CalEEMod.
2 EMFAC2021 was run for San Bernardino County for the construction year 2023. Data was aggregated over all vehicle model years and speed bins.
3 The fuel efficiency was calculated by dividing the VMT (miles/day) by the fuel consumption (gallons/day).
Phase
Total One-
Way
Trips/Day Total Days Total Trips
Trip Length
(miles)Total VMT Gasoline Fuel Effiency (miles/gallon)
Fuel Usage
(gallons/year)
Site Preparation 17.5 30 1050 18.5 19425 26.3 738.6
Grading 20 45 1800 18.5 33300 26.3 1266.2
Building Construction 17.3 400 13840 18.5 256040 26.3 9735.4
Paving 15 15 450 18.5 8325 26.3 316.5
Architectural Coating 3.46 200 1384 18.5 25604 25.8 992.4
Total 13049.1 Gas
13049.1
72315.6Total Construction Diesel Usage
Total Construction Gasoline Usage
Construction Truck and Construction Worker Vehicle Fuel Efficiency
Construction Vehicle Fuel Use - Diesel Vehicles
Construction Worker Vehicle Fuel Use - Gasoline Vehicles
EMFAC 2021 Outputs
Vehicle Type Vehicle Class
Construction Truck
Construction Worker
Vehicle
Phase
Building Construction
Grading
LDA 0.502 453 227.4
LDT1 0.0406 453 18.4
LDT2 0.204 453 92.4
MDV 0.154 453 69.8
LHD1 0.0289 453 13.1
LHD2 0.00785 453 3.6
MHD 0.0173 453 7.8
HHD 0.00176 453 0.8
OBUS 0.000619 453 0.3
UBUS 0.000315 453 0.1
MCY 0.0211 453 9.6
SBUS 0.00109 453 0.5
MH 0.00462 453 2.1
LDA 54%1,088.4 32,810,290.0 30.1 16.4
LDT1 4%97.1 2,409,959.0 24.8 1.0
LDT2 23%564.2 13,929,503.0 24.7 5.7
MDV 16%498.7 9,921,873.0 19.9 3.3
LHD1 2%80.9 1,108,491.0 13.7 0.3
MCY 0%5.4 226,907.6 41.6 0.2
MH 0%11.1 53,536.5 4.8 0.0
Fleet Mix –––26.7 26.7
LHD2 6%21.3 365990.4 17.2 1.1
MHDT 15%90.9 820,207.1 9.0 1.3
HHDT 79%718.8 4,470,291.0 6.2 4.9
Fleet Mix –––7.3 7.3
Notes:
1 EMFAC2021 was run for San Bernardino County for the operational year 2025. Data was aggregated over all vehicle model years and speed bins.
2 Fleet mix is based on assumptions made in CalEEMod for the proposed project.
3 The fuel efficiency was calculated by dividing the VMT (miles/day) by the fuel consumption (gallons/day).
Land Use
Total Annual
VMT2 (miles/year)Fuel Type
Portion of Fleet3
(%)
VMT by Fuel Type
(miles/year)
Fleet Mix Efficiency4
(miles/gallon)
Fuel Usage
(gallons/
year)
Gas 97%1271730 26.7 47606.6
Diesel 3%39332 7.3 5361.7
Total Gasoline/year 47606.6
Total Diesel/year 5361.7
Notes:
1 Calculated for operational year 2025 only. Future years will likely use less fuel due to more efficient cars.
2 Total VMT is based on project’s trip generation and trip lengths.
3 Fleet distribution is based on EMFAC2021 output and CalEEMod assumptions.
4 Fuel efficiency is based on fuel consumption and VMT data from EMFAC2021 for San Bernardino County and total VMT.
Vehicle Class CalEEMod
Total Project
Trips
Total Trips per
Vehicle Class
Proposed Project Operational Trips
Single-Family Housing 1,311,062.00
Proposed Project Operational Trips – Fuel Usage
Proposed Project Operational Trips – Fuel Efficiency
Fuel
Gas
Vehicle Class
EMFAC2021 Outputs1
Consumption
(1,000
gallons/day)
Fleet Mix
(%)2 VMT (miles/day)Fuel Efficiency3
(miles/gallon)
Diesel
Electricity by Land Use kWh/year
Single-Family Housing 365262
Parking Lot 9273
Total 374,535
Natural Gas by Land Use kBTU/year BTU/year therms/year
Single-Family Housing - -
Parking Lot 0 0 0
Total - - -
Electricity Usage
Natural Gas Usage