HomeMy WebLinkAboutAPPENDIX A – Air Quality, Energy and Greenhouse Gas Impact Analysis
AIR QUALITY, ENERGY, AND GREENHOUSE GAS
EMISSIONS IMPACT ANALYSIS
FIRE STATION NO. 80 AND TRAINING CENTER
PROJECT
CITY OF FONTANA
Lead Agency:
City of Fontana
Planning Department
8353 Sierra Avenue
Fontana, CA 92335
Prepared by:
Vista Environmental
1021 Didrickson Way
Laguna Beach, CA 92651
949 510 5355
Greg Tonkovich, AICP
Project No. 20115
December 12, 2022
Fire Station No. 80 and Training Center Project, Air Quality, Energy, and GHG Impact Analysis
City of Fontana
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TABLE OF CONTENTS
1.0 Introduction ............................................................................................................................ 1
1.1 Purpose of Analysis and Study Objectives ................................................................................. 1
1.2 Site Location and Study Area ..................................................................................................... 1
1.3 Proposed Project Description .................................................................................................... 1
1.4 Executive Summary .................................................................................................................... 3
1.5 Mitigation Measures for the Proposed Project ......................................................................... 4
2.0 Air Pollutants ........................................................................................................................... 7
2.1 Criteria Pollutants and Ozone Precursors .................................................................................. 7
2.2 Other Pollutants of Concern ...................................................................................................... 9
3.0 Greenhouse Gases ................................................................................................................. 11
3.1 Greenhouse Gases ................................................................................................................... 11
3.2 Global Warming Potential ........................................................................................................ 13
3.3 Greenhouse Gas Emissions Inventory ...................................................................................... 14
4.0 Air Quality Management ....................................................................................................... 15
4.1 Federal – United States Environmental Protection Agency..................................................... 15
4.2 State – California Air Resources Board .................................................................................... 18
4.3 Regional – Southern California ................................................................................................ 19
4.4 Local – City of Fontana ............................................................................................................. 22
5.0 Energy Conservation Management ........................................................................................ 24
5.1 State ......................................................................................................................................... 24
5.2 Local – City of Fontana ............................................................................................................. 27
6.0 Global Climate Change Management ..................................................................................... 28
6.1 International ............................................................................................................................ 28
6.2 Federal – United States Environmental Protection Agency..................................................... 28
6.3 State ......................................................................................................................................... 29
6.4 Regional – Southern California ................................................................................................ 34
6.5 Local – City of Fontana ............................................................................................................. 35
7.0 Atmospheric Setting .............................................................................................................. 37
7.1 South Coast Air Basin ............................................................................................................... 37
7.2 Local Climate ............................................................................................................................ 37
7.3 Monitored Local Air Quality ..................................................................................................... 38
7.4 Toxic Air Contaminant Levels in the Air Basin ......................................................................... 40
8.0 Modeling Parameters and Assumptions ................................................................................. 41
8.1 CalEEMod Model Input Parameters ........................................................................................ 41
8.2 Energy Use Calculations ........................................................................................................... 44
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TABLE OF CONTENTS CONTINUED
9.0 Thresholds of Significance ...................................................................................................... 49
9.1 Regional Air Quality ................................................................................................................. 49
9.2 Local Air Quality ....................................................................................................................... 49
9.3 Toxic Air Contaminants ............................................................................................................ 50
9.4 Odor Impacts ............................................................................................................................ 50
9.5 Energy Conservation ................................................................................................................ 51
9.6 Greenhouse Gas Emissions ...................................................................................................... 51
10.0 Impact Analysis ..................................................................................................................... 53
10.1 CEQA Thresholds of Significance ........................................................................................... 53
10.2 Air Quality Compliance .......................................................................................................... 53
10.3 Cumulative Net Increase in Non‐Attainment Pollution ......................................................... 55
10.4 Sensitive Receptors ................................................................................................................ 61
10.5 Odor Emissions ...................................................................................................................... 63
10.6 Energy Consumption .............................................................................................................. 65
10.7 Energy Plan Consistency ........................................................................................................ 69
10.8 Generation of Greenhouse Gas Emissions ............................................................................. 70
10.9 Greenhouse Gas Plan Consistency ......................................................................................... 71
11.0 References ............................................................................................................................. 72
APPENDICES
Appendix A – CalEEMod Model Daily Printouts
Appendix B – EMFAC2017 Model Printouts
Appendix C – CalEEMod Model Annual Printouts
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LIST OF FIGURES
Figure 1 – Project Local Study Area .............................................................................................................. 5
Figure 2 – Proposed Site Plan ....................................................................................................................... 6
LIST OF TABLES
Table A – Global Warming Potentials, Atmospheric Lifetimes and Abundances of GHGs ......................... 13
Table B – State and Federal Criteria Pollutant Standards ........................................................................... 15
Table C – National Air Quality Standards Attainment Status – South Coast Air Basin ............................... 17
Table D – California Ambient Air Quality Standards Attainment Status – South Coast Air Basin .............. 18
Table E – Monthly Climate Data ................................................................................................................. 38
Table F – Local Area Air Quality Monitoring Summary ............................................................................... 39
Table G – CalEEMod Land Use Parameters ................................................................................................. 41
Table H – Off‐Road Equipment and Fuel Consumption from Construction of the Proposed Project ........ 45
Table I – On‐Road Vehicle Trips and Fuel Consumption from Construction of the Proposed Project ....... 46
Table J – SCAQMD Regional Criteria Pollutant Emission Thresholds of Significance ................................. 49
Table K – SCAQMD Local Air Quality Thresholds of Significance ................................................................ 50
Table L – Construction‐Related Regional Criteria Pollutant Emissions ....................................................... 56
Table M – Construction‐Related Local Criteria Pollutant Emissions ........................................................... 57
Table N – Operational Regional Criteria Pollutant Emissions ..................................................................... 58
Table O – Operations‐Related Local Criteria Pollutant Emissions .............................................................. 61
Table P – Proposed Project Compliance with Applicable General Plan Energy Policies ............................. 69
Table Q – Project Related Greenhouse Gas Annual Emissions ................................................................... 70
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ACRONYMS AND ABBREVIATIONS
AB Assembly Bill
AQMP Air Quality Management Plan
BACT Best Available Control Technology
BSFC Brake Specific Fuel Consumption
CAAQS California Ambient Air Quality Standards
CalEEMod California Emissions Estimator Model
CalEPA California Environmental Protection Agency
CAPCOA California Air Pollution Control Officers Association
CARB California Air Resources Board
CEC California Energy Commission
CEQA California Environmental Quality Act
CFCs chlorofluorocarbons
Cf4 tetrafluoromethane
C2F6 hexafluoroethane
CH4 Methane
City City of Fontana
CO Carbon monoxide
CO2 Carbon dioxide
CO2e Carbon dioxide equivalent
DPM Diesel particulate matter
EPA Environmental Protection Agency
ºF Fahrenheit
FTIP Federal Transportation Improvement Program
GHG Greenhouse gas
GWP Global warming potential
HAP Hazardous Air Pollutants
HFCs Hydrofluorocarbons
IPCC International Panel on Climate Change
kWhr kilowatt‐hour
LCFS Low Carbon Fuel Standard
LST Localized Significant Thresholds
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MATES Multiple Air Toxics Exposure Study
MMTCO2e Million metric tons of carbon dioxide equivalent
MPO Metropolitan Planning Organization
MWh Megawatt‐hour
NAAQS National Ambient Air Quality Standards
NOx Nitrogen oxides
NO2 Nitrogen dioxide
OPR Office of Planning and Research
Pfc Perfluorocarbons
PM Particle matter
PM10 Particles that are less than 10 micrometers in diameter
PM2.5 Particles that are less than 2.5 micrometers in diameter
PPM Parts per million
PPB Parts per billion
PPT Parts per trillion
RSP Renaissance Specific Plan
RTIP Regional Transportation Improvement Plan
RTP/SCS Regional Transportation Plan/Sustainable Communities Strategy
SB Senate Bill
SBCOG San Bernardino Council of Governments
SCAQMD South Coast Air Quality Management District
SCAG Southern California Association of Governments
SF6 Sulfur Hexafluoride
SIP State Implementation Plan
SOx Sulfur oxides
TAC Toxic air contaminants
UNFCCC United Nations’ Framework Convention on Climate Change
VOC Volatile organic compounds
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1.0 INTRODUCTION
1.1 Purpose of Analysis and Study Objectives
This Air Quality, Energy, and Greenhouse Gas (GHG) Emissions Impact Analysis has been completed to
determine the air quality, energy, and GHG emissions impacts associated with the proposed Fire Station
No. 80 and Training Center project (proposed project). The following is provided in this report:
A description of the proposed project;
A description of the atmospheric setting;
A description of the criteria pollutants and GHGs;
A description of the air quality regulatory framework;
A description of the energy conservation regulatory framework;
A description of the GHG emissions regulatory framework;
A description of the air quality, energy, and GHG emissions thresholds including the California
Environmental Quality Act (CEQA) significance thresholds;
An analysis of the conformity of the proposed project with the South Coast Air Quality
Management District (SCAQMD) Air Quality Management Plan (AQMP);
An analysis of the short‐term construction related and long‐term operational air quality, energy,
and GHG emissions impacts; and
An analysis of the conformity of the proposed project with all applicable energy and GHG
emissions reduction plans and policies.
1.2 Site Location and Study Area
The project site is located in the northwestern portion of the City of Fontana (City). The project site
consists of an approximately 2.3‐acre triangular shaped lot and a 100 foot wide Metropolitan Water
District (MWD) easement area that approximately 1.41 acres of the easement area will be disturbed as
part of the proposed project. As such, the project site covers approximately 3.68 acres, which is currently
vacant and is bounded by a flood control channel and Interstate 210 to the north, a 100 foot Southern
California Edison (SCE) easement and vacant land to the southeast, Highland Avenue and vacant land to
the south, Cherry Avenue and vacant land to the west. The project local study area is shown in Figure 1.
Sensitive Receptors in Project Vicinity
The nearest sensitive receptors to the project site are homes located as near as 2,200 feet (0.4 mile) to
the east of the project site. The nearest school is East Heritage Elementary School, which is located as
near as 1.4 mile south of the project site.
1.3 Proposed Project Description
The proposed project consists of development of Fire Station 80 and Training Center, which will be a new
facility built by the City of Fontana in coordination with the San Bernardino County Fire Department. The
proposed project would include a 14,663 square foot fire station, a 4,193 square foot training center, a
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5,721 square foot six story training tower, and an outdoor equipment storage area. The proposed Site
Plan is shown in Figure 2.
Construction would be completed in two phases, with Phase 1 including the training center and tower,
along with a portion of the fire station facilities described below. Phase 2 of construction would include a
2‐bay double deep apparatus room, individual dormitories, kitchen, dining room, day room, physical
training room, and other support spaces. Phase 1 of the proposed project is expected to break ground in
June 2024 and be completed by January 2025; with Phase 2 anticipated to begin in June 2027.
Construction activities will take place between the hours of 7:00 a.m. and 6:00 p.m. on weekdays and
between the hours of 8:00 a.m. and 5:00 p.m. on Saturdays, in accordance with the City’s Noise Ordinance.
Training Facilities
Training facilities associated with the proposed project would include a training classroom and training
tower. The approximately 4,193 square‐foot training classroom that would be connected to the fire
station and located near the middle of the project site. The training classroom would include a lobby, a
50‐seat classroom, an electrical closet, two offices, three storage rooms, and four restrooms. Two
restrooms would be accessed from inside the building and two restrooms, with showers, would be
accessed from outside the back of the building.
The proposed 5,721 square‐foot six story pre‐manufactured training tower would be located on the
eastern portion of the project site. A water recovery system would be incorporated into the project design
of the training tower area to reduce overall water needs required for training that would include
underground water storage tanks. During training exercises, propane props would be used for pyrotechnic
effects using propane tanks on site. It is anticipated that there will be approximately 100 exercises per
year that would utilize the pyrotechnic effects.
The training facilities will be in operation up to 5 days per week consisting of classroom and drill ground
training for 14 firefighters and 2 instructors. Large training events would be conducted 3 times a week,
with large training events using 2 instructors, and 17 firefighters. Typical training activities would include
engine and truck company operations, laying hose, throwing ladders, flowing water, active fire training,
ventilation, rescue operations, confined space rescue training. Training activities would occur from 8:00
a.m. To 4:30 p.m.
Fire Station
A portion of the fire station will be built at the same time as the training facilities, during Phase 1, and will
include the administrative office, the training classroom, shower/locker facilities, and an outside patio.
The remainder of the fire station will be completed during Phase 2, and includes a 2‐bay, double‐deep
apparatus room, individual dormitories, kitchen, dining room, day room, physical training room, and the
various support spaces required for a facility of this type. The proposed fire station will house
approximately 3 employees per shift. The station will include one Captain, one Engineer, and one
Firefighter paramedic. The proposed fire station will house 4 engines, 1 ladder truck, 1 breathing support
vehicle, and a hazmat truck.
The fire station operation would provide emergency response services for fires, medical aids, hazardous
materials, rescue, public assistance and other responses such as natural disasters or acts of terrorism. Fire
Station No. 80 will be in operation 24 hours a day and will primarily serve the western areas of the FFPD
boundary and will provide support to the other eight fire stations as needed.
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A backup generator would be provided onsite for any loss of power, requirements for the generator would
be decided further in the design process but an assumption of a generator comparable to a Cat C9 with a
rating of 300ekW is assumed in this analysis.
Parking and Hardscape
Two driveways from Cherry Avenue would be constructed on the western side of the project site. The
northern driveway would allow access to the fire station and its dimensions would be designed specifically
for fire truck access. The southern driveway would allow access to the proposed parking lot and its
dimensions would be designed for passenger vehicle access. Six parking spots would be available for
visitors, and 26 secured parking stalls would be located behind a 26‐foot wide sliding security gate for Fire
Station employees. A second 36‐foot wide gate would be installed behind the fire station. Both gates
would provide entrance to the Project’s training facilities, which would be fenced‐off to prevent public
access using automated fencing.
1.4 Executive Summary
Standard Air Quality, Energy, and GHG Regulatory Conditions
The proposed project will be required to comply with the following regulatory conditions from the
SCAQMD and State of California (State).
South Coast Air Quality Management District Rules
The following lists the SCAQMD rules that are applicable, but not limited to the proposed project.
Rules 208 and 444 – Controls open fires, including pyrotechnic events at training tower;
Rule 402 Nuisance – Controls the emissions of odors and other air contaminants;
Rule 403 Fugitive Dust – Controls the emissions of fugitive dust;
Rules 1108 and 1108.1 Cutback and Emulsified Asphalt – Controls the VOC content in asphalt;
Rule 1113 Architectural Coatings – Controls the VOC content in paints and solvents; and
Rule 1143 Paint Thinners – Controls the VOC content in paint thinners.
State of California Rules
The following lists the State of California Code of Regulations (CCR) air quality emission rules that are
applicable, but not limited to the proposed project.
CCR Title 13, Article 4.8, Chapter 9, Section 2449 – In use Off‐Road Diesel Vehicles;
CCR Title 13, Section 2025 – On‐Road Diesel Truck Fleets;
CCR Title 24 Part 6 – California Building Energy Standards; and
CCR Title 24 Part 11 – California Green Building Standards.
Summary of Analysis Results
The following is a summary of the proposed project’s impacts with regard to the State CEQA Guidelines
air quality, energy, and GHG emissions checklist questions.
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Conflict with or obstruct implementation of the applicable air quality plan?
Less than significant impact.
Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is
non‐attainment under an applicable Federal or State ambient air quality standard?
Less than significant impact.
Expose sensitive receptors to substantial pollutant concentrations?
Less than significant impact.
Result in other emissions (such as those leading to odors) adversely affecting a substantial number of
people?
Less than significant impact.
Result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary
consumption of energy resources, during project construction or operation;
Less than significant impact.
Conflict with or obstruct a state or local plan for renewable energy;
Less than significant impact.
Generate GHG emissions, either directly or indirectly, that may have a significant impact on the
environment?
Less than significant impact.
Conflict with any applicable plan, policy or regulation of an agency adopted for the purpose of reducing
the emissions of GHGs?
Less than significant impact.
1.5 Mitigation Measures for the Proposed Project
This analysis found that implementation of the State and SCAQMD air quality, energy, and GHG emissions
reductions regulations were adequate to limit criteria pollutants, toxic air contaminants, odors, and GHG
emissions from the proposed project to less than significant levels. No mitigation measures are required
for the proposed project with respect to air quality, energy, and GHG emissions.
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2.0 AIR POLLUTANTS
Air pollutants are generally classified as either criteria pollutants or non‐criteria pollutants. Federal
ambient air quality standards have been established for criteria pollutants, whereas no ambient standards
have been established for non‐criteria pollutants. For some criteria pollutants, separate standards have
been set for different periods. Most standards have been set to protect public health. For some
pollutants, standards have been based on other values (such as protection of crops, protection of
materials, or avoidance of nuisance conditions). A summary of federal and state ambient air quality
standards is provided in the Regulatory Framework section.
2.1 Criteria Pollutants and Ozone Precursors
The criteria pollutants consist of: ozone, nitrogen oxides (NOx), CO, sulfur oxides (SOx), lead, and
particulate matter (PM). The ozone precursors consist of NOx and VOC. These pollutants can harm your
health and the environment, and cause property damage. The Environmental Protection Agency (EPA)
calls these pollutants “criteria” air pollutants because it regulates them by developing human health‐
based and/or environmentally‐based criteria for setting permissible levels. The following provides
descriptions of each of the criteria pollutants and ozone precursors.
Nitrogen Oxides
NOx is the generic term for a group of highly reactive gases which contain nitrogen and oxygen. While
most NOx are colorless and odorless, concentrations of nitrogen dioxide (NO2) can often be seen as a
reddish‐brown layer over many urban areas. NOx form when fuel is burned at high temperatures, as in a
combustion process. The primary manmade sources of NOx are motor vehicles, electric utilities, and other
industrial, commercial, and residential sources that burn fuel. NOx reacts with other pollutants to form,
ground‐level ozone, nitrate particles, acid aerosols, as well as NO2, which cause respiratory problems. NOx
and the pollutants formed from NOx can be transported over long distances, following the patterns of
prevailing winds. Therefore, controlling NOx is often most effective if done from a regional perspective,
rather than focusing on the nearest sources.
Ozone
Ozone is not usually emitted directly into the air, instead it is created by a chemical reaction between NOx
and VOC in the presence of sunlight. Motor vehicle exhaust, industrial emissions, gasoline vapors,
chemical solvents as well as natural sources emit NOx and VOC that help form ozone. Ground‐level ozone
is the primary constituent of smog. Sunlight and hot weather cause ground‐level ozone to form with the
greatest concentrations usually occurring downwind from urban areas. Ozone is subsequently considered
a regional pollutant. Ground‐level ozone is a respiratory irritant and an oxidant that increases
susceptibility to respiratory infections and can cause substantial damage to vegetation and other
materials. Because NOx and VOC are ozone precursors, the health effects associated with ozone are also
indirect health effects associated with significant levels of NOx and VOC emissions.
Carbon Monoxide
Carbon monoxide (CO) is a colorless, odorless gas that is formed when carbon in fuel is not burned
completely. It is a component of motor vehicle exhaust, which contributes approximately 56 percent of
all CO emissions nationwide. In cities, 85 to 95 percent of all CO emissions may come from motor vehicle
exhaust. Other sources of CO emissions include industrial processes (such as metals processing and
chemical manufacturing), residential wood burning, and natural sources such as forest fires. Woodstoves,
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gas stoves, cigarette smoke, and unvented gas and kerosene space heaters are indoor sources of CO. The
highest levels of CO in the outside air typically occur during the colder months of the year when inversion
conditions are more frequent. The air pollution becomes trapped near the ground beneath a layer of
warm air. CO is described as having only a local influence because it dissipates quickly. Since CO
concentrations are strongly associated with motor vehicle emissions, high CO concentrations generally
occur in the immediate vicinity of roadways with high traffic volumes and traffic congestion, active parking
lots, and in automobile tunnels. Areas adjacent to heavily traveled and congested intersections are
particularly susceptible to high CO concentrations.
CO is a public health concern because it combines readily with hemoglobin and thus reduces the amount
of oxygen transported in the bloodstream. The health threat from lower levels of CO is most serious for
those who suffer from heart disease such as angina, clogged arteries, or congestive heart failure. For a
person with heart disease, a single exposure to CO at low levels may cause chest pain and reduce that
person’s ability to exercise; repeated exposures may contribute to other cardiovascular effects. High
levels of CO can affect even healthy people. People who breathe high levels of CO can develop vision
problems, reduced ability to work or learn, reduced manual dexterity, and difficulty performing complex
tasks. At extremely high levels, CO is poisonous and can cause death.
Sulfur Oxides
SOx gases are formed when fuel containing sulfur, such as coal and oil is burned, as well as from the
refining of gasoline. SOx dissolves easily in water vapor to form acid and interacts with other gases and
particles in the air to form sulfates and other products that can be harmful to people and the environment.
Lead
Lead is a metal found naturally in the environment as well as manufactured products. The major sources
of lead emissions have historically been motor vehicles and industrial sources. Due to the phase out of
leaded gasoline, metal processing is now the primary source of lead emissions to the air. High levels of
lead in the air are typically only found near lead smelters, waste incinerators, utilities, and lead‐acid
battery manufacturers. Exposure of fetuses, infants and children to low levels of lead can adversely affect
the development and function of the central nervous system, leading to learning disorders, distractibility,
inability to follow simple commands, and lower intelligence quotient. In adults, increased lead levels are
associated with increased blood pressure.
Particulate Matter
PM is the term for a mixture of solid particles and liquid droplets found in the air. PM is made up of a
number of components including acids (such as nitrates and sulfates), organic chemicals, metals, and soil
or dust particles. The size of particles is directly linked to their potential for causing health problems.
Particles that are less than 10 micrometers in diameter (PM10) that are also known as Respirable
Particulate Matter are the particles that generally pass through the throat and nose and enter the lungs.
Once inhaled, these particles can affect the heart and lungs and cause serious health effects. Particles
that are less than 2.5 micrometers in diameter (PM2.5) that are also known as Fine Particulate Matter
have been designated as a subset of PM10 due to their increased negative health impacts and its ability
to remain suspended in the air longer and travel further.
Volatile Organic Compounds
Hydrocarbons are organic gases that are formed from hydrogen and carbon and sometimes other
elements. Hydrocarbons that contribute to formation of ozone are referred to and regulated as VOCs (also
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referred to as reactive organic gases). Combustion engine exhaust, oil refineries, and fossil‐fueled power
plants are the sources of hydrocarbons. Other sources of hydrocarbons include evaporation from
petroleum fuels, solvents, dry cleaning solutions, and paint.
VOC is not classified as a criteria pollutant, since VOCs by themselves are not a known source of adverse
health effects. The primary health effects of VOCs result from the formation of ozone and its related health
effects. High levels of VOCs in the atmosphere can interfere with oxygen intake by reducing the amount
of available oxygen through displacement. Carcinogenic forms of hydrocarbons, such as benzene, are
considered TACs. There are no separate health standards for VOCs as a group.
2.2 Other Pollutants of Concern
Toxic Air Contaminants
In addition to the above‐listed criteria pollutants, TACs are another group of pollutants of concern. TACs
is a term that is defined under the California Clean Air Act and consists of the same substances that are
defined as Hazardous Air Pollutants (HAPs) in the Federal Clean Air Act. There are over 700 hundred
different types of TACs with varying degrees of toxicity. Sources of TACs include industrial processes such
as petroleum refining and chrome plating operations, commercial operations such as gasoline stations
and dry cleaners, and motor vehicle exhaust. Cars and trucks release at least 40 different toxic air
contaminants. The most important of these TACs, in terms of health risk, are diesel particulates, benzene,
formaldehyde, 1,3‐butadiene, and acetaldehyde. Public exposure to TACs can result from emissions from
normal operations as well as from accidental releases. Health effects of TACs include cancer, birth defects,
neurological damage, and death.
TACs are less pervasive in the urban atmosphere than criteria air pollutants, however they are linked to
short‐term (acute) or long‐term (chronic or carcinogenic) adverse human health effects. There are
hundreds of different types of TACs with varying degrees of toxicity. Sources of TACs include industrial
processes, commercial operations (e.g., gasoline stations and dry cleaners), and motor vehicle exhaust.
According to The California Almanac of Emissions and Air Quality 2013 Edition, the majority of the
estimated health risk from TACs can be attributed to relatively few compounds, the most important of
which is DPM. DPM is a subset of PM2.5 because the size of diesel particles are typically 2.5 microns and
smaller. The identification of DPM as a TAC in 1998 led the California Air Resources Board (CARB) to adopt
the Risk Reduction Plan to Reduce Particulate Matter Emissions from Diesel‐fueled Engines and Vehicles
in September 2000. The plan’s goals are a 75‐percent reduction in DPM by 2010 and an 85‐percent
reduction by 2020 from the 2000 baseline. Diesel engines emit a complex mixture of air pollutants,
composed of gaseous and solid material. The visible emissions in diesel exhaust are known as particulate
matter or PM, which includes carbon particles or “soot.” Diesel exhaust also contains a variety of harmful
gases and over 40 other cancer‐causing substances. California’s identification of DPM as a toxic air
contaminant was based on its potential to cause cancer, premature deaths, and other health problems.
Exposure to DPM is a health hazard, particularly to children whose lungs are still developing and the
elderly who may have other serious health problems. Overall, diesel engine emissions are responsible for
the majority of California’s potential airborne cancer risk from combustion sources.
Asbestos
Asbestos is listed as a TAC by CARB and as a HAP by the EPA. Asbestos occurs naturally in mineral
formations and crushing or breaking these rocks, through construction or other means, can release
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asbestiform fibers into the air. Asbestos emissions can result from the sale or use of asbestos‐containing
materials, road surfacing with such materials, grading activities, and surface mining. The risk of disease is
dependent upon the intensity and duration of exposure. When inhaled, asbestos fibers may remain in
the lungs and with time may be linked to such diseases as asbestosis, lung cancer, and mesothelioma. The
nearest likely locations of naturally occurring asbestos, as identified in the General Location Guide for
Ultramafic Rocks in California, prepared by the California Division of Mines and Geology, is located in
Santa Barbara County. The nearest historic asbestos mine to the project site, as identified in the Reported
Historic Asbestos Mines, Historic Asbestos Prospects, and Other Natural Occurrences of Asbestos in
California, prepared by U.S. Geological Survey, is located at Asbestos Mountain, which is approximately
60 miles southeast of the project site in the San Jacinto Mountains. Due to the distance to the nearest
natural occurrences of asbestos, the project site is not likely to contain asbestos.
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3.0 GREENHOUSE GASES
3.1 Greenhouse Gases
Constituent gases of the Earth’s atmosphere, called atmospheric GHGs, play a critical role in the Earth’s
radiation amount by trapping infrared radiation from the Earth’s surface, which otherwise would have
escaped to space. Prominent greenhouse gases contributing to this process include carbon dioxide (CO2),
methane (CH4), ozone, water vapor, nitrous oxide (N2O), and chlorofluorocarbons (CFCs). This
phenomenon, known as the Greenhouse Effect, is responsible for maintaining a habitable climate.
Anthropogenic (caused or produced by humans) emissions of these greenhouse gases in excess of natural
ambient concentrations are responsible for the enhancement of the Greenhouse Effect and have led to a
trend of unnatural warming of the Earth’s natural climate, known as global warming or climate change.
Emissions of gases that induce global warming are attributable to human activities associated with
industrial/manufacturing, agriculture, utilities, transportation, and residential land uses. Emissions of CO2
and N2O are byproducts of fossil fuel combustion. Methane, a potent greenhouse gas, results from off‐
gassing associated with agricultural practices and landfills. Sinks of CO2, where CO2 is stored outside of
the atmosphere, include uptake by vegetation and dissolution into the ocean. The following provides a
description of each of the greenhouse gases and their global warming potential.
Water Vapor
Water vapor is the most abundant, important, and variable GHG in the atmosphere. Water vapor is not
considered a pollutant; in the atmosphere it maintains a climate necessary for life. Changes in its
concentration are primarily considered a result of climate feedbacks related to the warming of the
atmosphere rather than a direct result of industrialization. The feedback loop in which water is involved
is critically important to projecting future climate change. As the temperature of the atmosphere rises,
more water is evaporated from ground storage (rivers, oceans, reservoirs, soil). Because the air is warmer,
the relative humidity can be higher (in essence, the air is able to “hold” more water when it is warmer),
leading to more water vapor in the atmosphere. As a GHG, the higher concentration of water vapor is
then able to absorb more thermal indirect energy radiated from the Earth, thus further warming the
atmosphere. The warmer atmosphere can then hold more water vapor and so on and so on. This is
referred to as a “positive feedback loop.” The extent to which this positive feedback loop will continue is
unknown as there is also dynamics that put the positive feedback loop in check. As an example, when
water vapor increases in the atmosphere, more of it will eventually also condense into clouds, which are
more able to reflect incoming solar radiation (thus allowing less energy to reach the Earth’s surface and
heat it up).
Carbon Dioxide
The natural production and absorption of CO2 is achieved through the terrestrial biosphere and the ocean.
However, humankind has altered the natural carbon cycle by burning coal, oil, natural gas, and wood.
Since the industrial revolution began in the mid‐1700s, each of these activities has increased in scale and
distribution. CO2 was the first GHG demonstrated to be increasing in atmospheric concentration with the
first conclusive measurements being made in the last half of the 20th century. Prior to the industrial
revolution, concentrations were fairly stable at 280 parts per million (ppm). The International Panel on
Climate Change (IPCC) indicates that concentrations were 379 ppm in 2005, an increase of more than 30
percent. Left unchecked, the IPCC projects that concentration of carbon dioxide in the atmosphere is
projected to increase to a minimum of 540 ppm by 2100 as a direct result of anthropogenic sources. This
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could result in an average global temperature rise of at least two degrees Celsius or 3.6 degrees
Fahrenheit.
Methane
CH4 is an extremely effective absorber of radiation, although its atmospheric concentration is less than
that of CO2. Its lifetime in the atmosphere is brief (10 to 12 years), compared to some other GHGs (such
as CO2, N2O, and CFCs). CH4 has both natural and anthropogenic sources. It is released as part of the
biological processes in low oxygen environments, such as in swamplands or in rice production (at the roots
of the plants). Over the last 50 years, human activities such as growing rice, raising cattle, using natural
gas, and mining coal have added to the atmospheric concentration of methane. Other anthropocentric
sources include fossil‐fuel combustion and biomass burning.
Nitrous Oxide
Concentrations of N2O also began to rise at the beginning of the industrial revolution. In 1998, the global
concentration of this GHG was documented at 314 parts per billion (ppb). N2O is produced by microbial
processes in soil and water, including those reactions which occur in fertilizer containing nitrogen. In
addition to agricultural sources, some industrial processes (fossil fuel‐fired power plants, nylon
production, nitric acid production, and vehicle emissions) also contribute to its atmospheric load. N2O is
also commonly used as an aerosol spray propellant (i.e., in whipped cream bottles, in potato chip bags to
keep chips fresh, and in rocket engines and race cars).
Chlorofluorocarbons
CFCs are gases formed synthetically by replacing all hydrogen atoms in methane or ethane with chlorine
and/or fluorine atoms. CFCs are nontoxic, nonflammable, insoluble, and chemically unreactive in the
troposphere (the level of air at the Earth’s surface). CFCs have no natural source, but were first
synthesized in 1928. They were used for refrigerants, aerosol propellants, and cleaning solvents. Due to
the discovery that they are able to destroy stratospheric ozone, a global effort to halt their production
was undertaken and in 1989 the European Community agreed to ban CFCs by 2000 and subsequent
treaties banned CFCs worldwide by 2010. This effort was extremely successful, and the levels of the major
CFCs are now remaining level or declining. However, their long atmospheric lifetimes mean that some of
the CFCs will remain in the atmosphere for over 100 years.
Hydrofluorocarbons
Hydrofluorocarbons (HFCs) are synthetic man‐made chemicals that are used as a substitute for CFCs. Out
of all the GHGs, they are one of three groups with the highest global warming potential. The HFCs with
the largest measured atmospheric abundances are (in order), HFC‐23 (CHF3), HFC‐134a (CF3CH2F), and
HFC‐152a (CH3CHF2). Prior to 1990, the only significant emissions were HFC‐23. HFC‐134a use is
increasing due to its use as a refrigerant. Concentrations of HFC‐23 and HFC‐134a in the atmosphere are
now about 10 parts per trillion (ppt) each. Concentrations of HFC‐152a are about 1 ppt. HFCs are
manmade for applications such as automobile air conditioners and refrigerants.
Perfluorocarbons
Perfluorocarbons (PFCs) have stable molecular structures and do not break down through the chemical
processes in the lower atmosphere. High‐energy ultraviolet rays about 60 kilometers above Earth’s
surface are able to destroy the compounds. Because of this, PFCs have very long lifetimes, between
10,000 and 50,000 years. Two common PFCs are tetrafluoromethane (CF4) and hexafluoroethane (C2F6).
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Concentrations of CF4 in the atmosphere are over 70 ppt. The two main sources of PFCs are primary
aluminum production and semiconductor manufacturing.
Sulfur Hexafluoride
Sulfur Hexafluoride (SF6) is an inorganic, odorless, colorless, nontoxic, nonflammable gas. SF6 has the
highest global warming potential of any gas evaluated; 23,900 times that of CO2. Concentrations in the
1990s were about 4 ppt. Sulfur hexafluoride is used for insulation in electric power transmission and
distribution equipment, in the magnesium industry, in semiconductor manufacturing, and as a tracer gas
for leak detection.
Aerosols
Aerosols are particles emitted into the air through burning biomass (plant material) and fossil fuels.
Aerosols can warm the atmosphere by absorbing and emitting heat and can cool the atmosphere by
reflecting light. Cloud formation can also be affected by aerosols. Sulfate aerosols are emitted when fuel
containing sulfur is burned. Black carbon (or soot) is emitted during biomass burning due to the
incomplete combustion of fossil fuels. Particulate matter regulation has been lowering aerosol
concentrations in the United States; however, global concentrations are likely increasing.
3.2 Global Warming Potential
GHGs have varying global warming potential (GWP). The GWP is the potential of a gas or aerosol to trap
heat in the atmosphere; it is the cumulative radiative forcing effects of a gas over a specified time horizon
resulting from the emission of a unit mass of gas relative to the reference gas, CO2. The GHGs listed by
the IPCC and the CEQA Guidelines are discussed in this section in order of abundance in the atmosphere.
Water vapor, the most abundant GHG, is not included in this list because its natural concentrations and
fluctuations far outweigh its anthropogenic (human‐made) sources. To simplify reporting and analysis,
GHGs are commonly defined in terms of their GWP. The IPCC defines the GWP of various GHG emissions
on a normalized scale that recasts all GHG emissions in terms of CO2 equivalent (CO2e). As such, the GWP
of CO2 is equal to 1. The GWP values used in this analysis are based on the 2007 IPCC Fourth Assessment
Report, which are used in CARB’s 2014 Scoping Plan Update and the CalEEMod Model Version 2020.4.0
and are detailed in Table A. The IPCC has updated the Global Warming Potentials of some gases in their
Fifth Assessment Report, however the new values have not yet been incorporated into the CalEEMod
model that has been utilized in this analysis.
Table A – Global Warming Potentials, Atmospheric Lifetimes and Abundances of GHGs
Gas
Atmospheric Lifetime
(years)1
Global Warming Potential
(100 Year Horizon)2
Atmospheric
Abundance
Carbon Dioxide (CO2) 50‐200 1 379 ppm
Methane (CH4) 9‐15 25 1,774 ppb
Nitrous Oxide (N2O) 114 298 319 ppb
HFC‐23 270 14,800 18 ppt
HFC‐134a 14 1,430 35 ppt
HFC‐152a 1.4 124 3.9 ppt
PFC: Tetrafluoromethane (CF4) 50,000 7,390 74 ppt
PFC: Hexafluoroethane (C2F6) 10,000 12,200 2.9 ppt
Sulfur Hexafluoride (SF6) 3,200 22,800 5.6 ppt
Notes:
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1 Defined as the half‐life of the gas.
2 Compared to the same quantity of CO2 emissions and is based on the Intergovernmental Panel On Climate Change (IPCC) 2007 standard, which
is utilized in CalEEMod (Version 2020.4.0),that is used in this report (CalEEMod User Guide, May 2021).
Definitions: ppm = parts per million; ppb = parts per billion; ppt = parts per trillion
Source: IPCC 2007, EPA 2015
3.3 Greenhouse Gas Emissions Inventory
According to the Carbon Dioxide Information Analysis Center1, 9,855 million metric tons (MMT) of CO2e
emissions were created globally in the year 2014. According to the Environmental Protection Agency
(EPA), the breakdown of global GHG emissions by sector consists of: 25 percent from electricity and heat
production; 21 percent from industry; 24 percent from agriculture, forestry and other land use activities;
14 percent from transportation; 6 percent from building energy use; and 10 percent from all other sources
of energy use2.
According to Inventory of U.S. Greenhouse Gas Emissions and Sinks 1990‐2020, prepared by EPA, in 2020
total U.S. GHG emissions were 5,981.4 million metric tons (MMT) of CO2e emissions. Total U.S. emissions
have decreased by 7.3 percent between 1990 and 2020, which is down from a high of 15.7 percent above
1990 levels in 2007. Emissions decreased from 2019 to 2020 by 9.0 percent. The sharp decline in emissions
from 2019 to 2020 is largely due to the impacts of the coronavirus pandemic on travel and economic
activity.
According to California Greenhouse Gas Emissions for 2000 to 2019 Trends of Emissions and Other
Indicators, prepared by CARB, July 28, 2021, the State of California created 418.2 million metric tons of
carbon dioxide equivalent (MMTCO2e) in 2019. The 2019 emissions were 7.2 MMTCO2e lower than 2018
levels and almost 13 MMTCO2e below the State adopted year 2020 GHG limit of 431 MMTCO2e. The
breakdown of California GHG emissions by sector consists of: 39.7 percent from transportation; 21.1
percent from industrial; 14.1 percent from electricity generation; 7.6 percent from agriculture; 10.5
percent from residential and commercial buildings; 4.9 percent from high global warming potential
sources, and 2.1 percent from waste.
1 Obtained from: https://cdiac.ess‐dive.lbl.gov/trends/emis/tre_glob_2014.html
2 Obtained from: https://www.epa.gov/ghgemissions/global‐greenhouse‐gas‐emissions‐data
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4.0 AIR QUALITY MANAGEMENT
The air quality at the project site is addressed through the efforts of various federal, state, regional, and
local government agencies. These agencies work jointly, as well as individually, to improve air quality
through legislation, regulations, planning, policy‐making, education, and a variety of programs. The
agencies responsible for improving the air quality are discussed below.
4.1 Federal – United States Environmental Protection Agency
The Clean Air Act, first passed in 1963 with major amendments in 1970, 1977 and 1990, is the overarching
legislation covering regulation of air pollution in the United States. The Clean Air Act has established the
mandate for requiring regulation of both mobile and stationary sources of air pollution at the state and
federal level. The EPA was created in 1970 in order to consolidate research, monitoring, standard‐setting
and enforcement authority into a single agency.
The EPA is responsible for setting and enforcing the National Ambient Air Quality Standards (NAAQS) for
atmospheric pollutants. It regulates emission sources that are under the exclusive authority of the federal
government, such as aircraft, ships, and certain locomotives. NAAQS pollutants were identified using
medical evidence and are shown below in Table B.
Table B – State and Federal Criteria Pollutant Standards
Air
Pollutant
Concentration / Averaging Time
Most Relevant Effects
California
Standards
Federal Primary
Standards
Ozone (O3)
0.09 ppm / 1‐hour
0.07 ppm / 8‐hour
0.070 ppm, / 8‐hour
a) Pulmonary function decrements and localized lung injury in
humans and animals; (b) asthma exacerbation; (c) chronic
obstructive pulmonary disease (COPD) exacerbation; (d)
respiratory infection; (e) increased school absences, and
hospital admissions and emergency department (ED) visits for
combined respiratory diseases; (e) increased mortality; (f)
possible metabolic effects.
Vegetation damage; property damage
Carbon
Monoxide
(CO)
20.0 ppm / 1‐hour
9.0 ppm / 8‐hour
35.0 ppm / 1‐hour
9.0 ppm / 8‐hour
Visibility reduction (a) Aggravation of angina pectoris and
other aspects of coronary heart disease; (b) decreased
exercise tolerance in persons with peripheral vascular disease
and lung disease; (c) possible impairment of central nervous
system functions; (d) possible increased risk to fetuses; (f)
possible increased risk of pulmonary disease; (g) possible
emergency department visits for respiratory diseases overall
and visits for asthma.
Nitrogen
Dioxide
(NO2)
0.18 ppm / 1‐hour
0.030 ppm / annual
100 ppb / 1‐hour
0.053 ppm / annual
Short‐term (a) asthma exacerbations (“asthma attacks”)
Long‐term (a) asthma development; (b) higher risk of all‐
cause, cardiovascular, and respiratory mortality.
Both short and long term NO2 exposure is also associated with
chronic obstructive pulmonary disease (COPD) risk.
Potential impacts on cardiovascular health, mortality and
cancer, aggravate chronic respiratory disease.
Contribution to atmospheric discoloration
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Air
Pollutant
Concentration / Averaging Time
Most Relevant Effects
California
Standards
Federal Primary
Standards
Sulfur
Dioxide
(SO2)
0.25 ppm / 1‐hour
0.04 ppm / 24‐hour
75 ppb / 1‐hour
Respiratory symptoms (bronchoconstriction, possible
wheezing or shortness of breath) during exercise or physical
activity in persons with asthma.
Possible allergic sensitization, airway inflammation, asthma
development.
Respirable
Particulate
Matter
(PM10)
50 µg/m3 / 24‐hour
20 µg/m3 / annual
150 µg/m3 / 24‐
hour
Short ‐term (a) increase in mortality rates; (b) increase in
respiratory infections; (c) increase in number and severity
of asthma attacks; (d) COPD exacerbation; (e) increase in
combined respiratory‐diseases and number of hospital
admissions; (f) increased mortality due to cardiovascular or
respiratory diseases; (g) increase in hospital admissions for
acute respiratory conditions; (h) increase in school
absences; (i) increase in lost work days; (j) decrease in
respiratory function in children; (k) increase medication use
in children and adults with asthma.
Long‐term (a) reduced lung function growth in children; (b)
changes in lung development; (c) development of asthma
in children; (d) increased risk of cardiovascular diseases; (e)
increased total mortality from lung cancer; (f) increased
risk of premature death.
Possible link to metabolic, nervous system, and
reproductive and developmental effects for short‐term and
long‐term exposure to PM2.5.
Suspended
Particulate
Matter
(PM2.5)
12 µg/m3 / annual 35 µg/m3 / 24‐hour
12 µg/m3 / annual
Sulfates 25 µg/m3 / 24‐hour No Federal
Standards
(a) Decrease in lung function; (b) aggravation of asthmatic
symptoms; (c) vegetation damage; (d) Degradation of
visibility; (e) property damage
Lead 1.5 µg/m3 / 30‐day 0.15 µg/m3 /3‐
month rolling
(a) Learning disabilities; (b) impairment of blood formation
and nerve function; (c) cardiovascular effects, including
coronary heart disease and hypertension
Possible male reproductive system effects
Hydrogen
Sulfide 0.03 ppm / 1‐hour No Federal
Standards
Exposure to lower ambient concentrations above the standard
may result in objectionable odor and may be accompanied by
symptoms such as headaches, nausea, dizziness, nasal
irritation, cough, and shortness of breath
Source: Draft 2022 AQMP, SCAQMD, 2022.
As part of its enforcement responsibilities, the EPA requires each state with federal nonattainment areas
to prepare and submit a State Implementation Plan (SIP) that demonstrates the means to attain the
national standards. The SIP must integrate federal, state, and local components and regulations to
identify specific measures to reduce pollution, using a combination of performance standards and market‐
based programs within the timeframe identified in the SIP. The CARB defines attainment as the category
given to an area with no violations in the past three years. As indicated below in Table C, the Air Basin has
been designated by EPA for the national standards as a non‐attainment area for ozone and PM2.5 and
partial non‐attainment for lead. Currently, the Air Basin is in attainment with the national ambient air
quality standards for CO, PM10, SO2, and NO2.
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Table C – National Air Quality Standards Attainment Status – South Coast Air Basin
Criteria Pollutant Averaging Time Designationa Attainment Dateb
Ozone
1979 1‐Hour (0.12 ppm) Nonattainment (Extreme) 2/6/2023
(revised deadline)
2015 8‐Hour (0.07 ppm)d Nonattainment (Extreme) 8/3/2038
2008 8‐Hour (0.075 ppm)d Nonattainment (Extreme) 7/20/2032
1997 8‐Hour (0.08 ppm)d Nonattainment (Extreme) 6/15/2024
PM2.5e
2006 24‐Hour (35 μg/m3) Nonattainment (Serious) 12/31/2019
2012 Annual (12 μg/m3) Nonattainment (Serious) 12/31/2021
1997 Annual (15 μg/m3) Attainment (final determination
pending)
4/5/2015
(attained 2013)
PM10f 1987 24‐Hour (150 μg/m3) Attainment (Maintenance) 7/26/2013
(attained)
Leadg 2008 3‐Months Rolling
(0.15 μg/m3)
Nonattainment (Partial)
(Attainment determination
requested)
12/31/2015
CO 1971 1‐Hour (35 ppm) Attainment (Maintenance) 6/11/2007
1971 8‐Hour (9 ppm) Attainment (Maintenance) 6/11/2007
NO2h 2010 1‐Hour (100 ppb) Unclassifiable/Attainment N/A (attained)
1971 Annual (0.053 ppm) Attainment (Maintenance) 9/22/1998 (attained)
SO2i 2010 1‐Hour (75 ppb) Unclassifiable/Attainment 1/9/2018
1971 24‐Hour (0.14 ppm) Unclassifiable/Attainment 3/19/1979
Source: SCAQMD, May 2022
Notes:
a) U.S. EPA often only declares Nonattainment areas; everywhere else is listed as Unclassifiable/Attainment or Unclassifiable.
b) A design value below the NAAQS for data through the full year or smog season prior to the attainment date is typically required for attainment
demonstration.
c) The 1979 1‐hour ozone NAAQS (0.12 ppm) was revoked, effective June 15, 2005; however, the Basin has not attained this standard and
therefore has some continuing obligations with respect to the revoked standard; original attainment date was 11/15/2010; the revised attainment
date is 2/6/2023.
d) The 2008 8‐hour ozone NAAQS (0.075 ppm) was revised to 0.070 ppm, effective 12/28/20115 with classifications and implementation goals to
be finalized by 10/1/2017; the 1997 8‐hour ozone NAAQS (0.08 ppm) was revoked in the 2008 ozone implementation rule, effective 4/6/2015;
there are continuing obligations under the revoked 1997 and revised 2008 ozone NAAQS until they are attained.
e) The attainment deadline for the 2006 24‐Hour PM2.5 NAAQS was 12/31/15 for the former “moderate” classification; the EPA approved
reclassification to “serious”, effective 2/12/16 with an attainment deadline of 12/31/2019; the 2012 (proposal year) annual PM2.5 NAAQS was
revised on 1/15/2013, effective 3/18/2013, from 15 to 12 μg/m3; new annual designations were final 1/15/2015, effective 4/15/2015; on
7/25/2016 the EPA finalized a determination that the Basin attained the 1997 annual (15.0 μg/m3) and 24‐hour PM2.5 (65 μg/m3) NAAQS,
effective 8/24/2016.
f) The annual PM10 standard was revoked, effective 12/18/2006; the 24‐hour PM10 NAAQS deadline was 12/31/2006; the Basin’s Attainment
Re‐designation Request and PM10 Maintenance Plan was approved by the EPA on 6/26/2103, effective 7/26/2013.
g) Partial Nonattainment designation – Los Angeles County portion of the Basin only for near‐source monitors; expect to remain in attainment
based on current monitoring data; attainment re‐designation request pending.
h) New 1‐hour NO2 NAAQS became effective 8/2/2010, with attainment designations 1/20/2012; annual NO2 NAAQS retained.
i) The 1971 annual and 24‐hour SO2 NAAQS were revoked, effective 8/23/2010.
Despite substantial improvements in air quality over the past few decades, some air monitoring stations
in the Air Basin still exceed the NAAQS and frequently record the highest ozone levels in the United States.
In 2020, monitoring stations in the Air Basin exceeded the most current federal standards on a total of
181 days (49 percent of the year), including: 8‐hour ozone (157 days over the 2015 ozone NAAQS), 24‐
hour PM2.5 (39 days), PM10 (3 days), and NO2 (1 day). Nine of the top 10 stations in the nation most
frequently exceeding the 2015 8‐hour ozone NAAQS in 2020 were located within the Air Basin, including
stations in San Bernardino, Riverside, and Los Angeles Counties (SCAQMD, 2022).
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PM2.5 levels in the Air Basin have improved significantly in recent years. Since 2015, none of the
monitoring stations in the Air Basin have recorded violations of the former 1997 annual PM2.5 NAAQS
(15.0 μg/m3). On July 25, 2016 the U.S. EPA finalized a determination that the Air Basin attained the 1997
annual (15.0 μg/m3) and 24‐hour PM2.5 (65 μg/m3) NAAQS, effective August 24, 2016. However, the Air
Basin does not meet the 2012 annual PM2.5 NAAQS (12.0 μg/m3), with six monitoring stations having
design values above the standard for the 2018‐2020 period (SCAQMD, 2022).
4.2 State – California Air Resources Board
The CARB, which is a part of the California Environmental Protection Agency, is responsible for the
coordination and administration of both federal and state air pollution control programs within California.
In this capacity, the CARB conducts research, sets the California Ambient Air Quality Standards (CAAQS),
compiles emission inventories, develops suggested control measures, provides oversight of local
programs, and prepares the SIP. The CAAQS for criteria pollutants in the Air Basin are shown in Table D.
In addition, the CARB establishes emission standards for motor vehicles sold in California, consumer
products (e.g. hairspray, aerosol paints, and barbeque lighter fluid), and various types of commercial
equipment. It also sets fuel specifications to further reduce vehicular emissions.
Table D – California Ambient Air Quality Standards Attainment Status – South Coast Air Basin
Criteria Pollutant Averaging Time Levela Designationb
Ozone 1‐Hour 0.09 ppm Nonattainment
8‐Hour 0.070 ppm Nonattainment
PM2.5 Annual 12 μg/m3 Nonattainment
PM10 24‐Hour 50 μg/m3 Nonattainment
Annual 20 μg/m3 Nonattainment
Lead 30‐Day Average 1.5 μg/m3 Attainment
CO 1‐Hour 20 ppm Attainment
8‐Hour 9.0 ppm Attainment
NO2
1‐Hour 0.18 ppm Attainment
Annual 0.030
Nonattainmentc (CA 60 Near‐road portion of San
Bernardino, Riverside and Los Angeles Counties)
Attainment (remainder of Basin)
SO2 1‐Hour 0.25 ppm Attainment
24‐Hour 0.04 ppm Attainment
Sulfates 24‐Hour 25 μg/m3 Attainment
Hydrogen Sulfide 1‐Hour 0.03 ppm Unclassified
Source: SCAQMD, May 2022
Notes:
a) CA State standards, or CAAQS, for ozone, SO2, NO2, PM10 and PM2.5 are values not to be exceeded; lead, sulfates and H2S standards are values
not to be equaled or exceeded; CAAQS are listed in the Table of Standards in Section 70200 of Title 17 of the California Code of Regulations.
b) CA State designations shown were updated by CARB in 2019, based on the 2016‐2018 3‐year period; stated designations are based on a 3‐year
data period after consideration of outliers and exceptional events.
c) While this region is currently in Nonattainment, the CARB approved a redesignation to attainment to attainment based on 2018‐2020 data on
February 24, 2022.
As shown in Table D, the Air Basin has been designated by the CARB as a non‐attainment area for ozone,
PM10 and PM2.5 and partial nonattainment for NO2. Currently, the Air Basin is in attainment with the
ambient air quality standards for lead, CO, SO2 and sulfates, and is unclassified for Hydrogen Sulfide.
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The following lists the State of California Code of Regulations (CCR) air quality emission rules that are
applicable, but not limited to commercial retail projects in the State.
Assembly Bill 2588
The Air Toxics “Hot Spots” Information and Assessment Act (Assembly Bill [AB] 2588, 1987, Connelly) was
enacted in 1987 as a means to establish a formal air toxics emission inventory risk quantification program.
AB 2588, as amended, establishes a process that requires stationary sources to report the type and
quantities of certain substances their facilities routinely release in California. The data is ranked by high,
intermediate, and low categories, which are determined by: the potency, toxicity, quantity, volume, and
proximity of the facility to nearby receptors.
CARB Regulation for In‐Use Off‐Road Diesel Vehicles
On July 26, 2007, the CARB adopted California Code of Regulations Title 13, Article 4.8, Chapter 9, Section
2449 to reduce DPM and NOx emissions from in‐use off‐road heavy‐duty diesel vehicles in California. Such
vehicles are used in construction, mining, and industrial operations. The regulation limits idling to no
more than five consecutive minutes, requires reporting and labeling, and requires disclosure of the
regulation upon vehicle sale. Performance requirements of the rule are based on a fleet’s average NOx
emissions, which can be met by replacing older vehicles with newer, cleaner vehicles or by applying
exhaust retrofits. The regulation was amended in 2010 to delay the original timeline of the performance
requirement making the first compliance deadline January 1, 2014 for large fleets (over 5,000
horsepower), 2017 for medium fleets (2,501‐5,000 horsepower), and 2019 for small fleets (2,500
horsepower or less). Currently, no commercial operation in California may add any equipment to their
fleet that has a Tier 0 or Tier 1 engine. By January 1, 2018 medium and large fleets will be restricted from
adding Tier 2 engines to their fleets and by January 2023, no commercial operation will be allowed to add
Tier 2 engines to their fleets. It should be noted that commercial fleets may continue to use their existing
Tier 0 and 1 equipment, if they can demonstrate that the average emissions from their entire fleet
emissions meet the NOx emissions targets.
CARB Resolution 08‐43 for On‐Road Diesel Truck Fleets
On December 12, 2008 the CARB adopted Resolution 08‐43, which limits NOx, PM10 and PM2.5 emissions
from on‐road diesel truck fleets that operate in California. On October 12, 2009 Executive Order R‐09‐010
was adopted that codified Resolution 08‐43 into Section 2025, title 13 of the California Code of
Regulations. This regulation requires that by the year 2023 all commercial diesel trucks that operate in
California shall meet model year 2010 (Tier 4 Final) or latter emission standards. In the interim period,
this regulation provides annual interim targets for fleet owners to meet. By January 1, 2014, 50 percent
of a truck fleet is required to have installed Best Available Control Technology (BACT) for NOx emissions
and 100 percent of a truck fleet installed BACT for PM10 emissions. This regulation also provides a few
exemptions including a onetime per year 3‐day pass for trucks registered outside of California. All on‐
road diesel trucks utilized during construction of the proposed project will be required to comply with
Resolution 08‐43.
4.3 Regional – Southern California
The SCAQMD is the agency principally responsible for comprehensive air pollution control in the South
Coast Air Basin. To that end, as a regional agency, the SCAQMD works directly with the Southern California
Association of Governments (SCAG), county transportation commissions, and local governments and
cooperates actively with all federal and state agencies.
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South Coast Air Quality Management District
SCAQMD develops rules and regulations, establishes permitting requirements for stationary sources,
inspects emission sources, and enforces such measures through educational programs or fines, when
necessary. SCAQMD is directly responsible for reducing emissions from stationary, mobile, and indirect
sources. It has responded to this requirement by preparing a sequence of AQMPs. The Draft 2022 Air
Quality Management Plan, was prepared May 2022, is currently in the public comment period, and has
not yet been adopted. As such the current applicable AQMP is the Final 2016 Air Quality Management
Plan (2016 AQMP) that was adopted by the SCAQMD Board on March 3, 2016 and was adopted by CARB
on March 23, 2017 for inclusion into the SIP. The 2016 AQMP was prepared in order to meet the following
standards:
8‐hour Ozone (75 ppb) by 2032
Annual PM2.5 (12 µg/m3) by 2021‐2025
8‐hour Ozone (80 ppb) by 2024 (updated from the 2007 and 2012 AQMPs)
1‐hour Ozone (120 ppb) by 2023 (updated from the 2012 AQMP)
24‐hour PM2.5 (35 µg/m3) by 2019 (updated from the 2012 AQMP)
In addition to meeting the above standards, the 2016 AQMP also includes revisions to the attainment
demonstrations for the 1997 8‐hour ozone NAAQS and the 1979 1‐hour ozone NAAQS. The prior 2012
AQMP was prepared in order to demonstrate attainment with the 24‐hour PM2.5 standard by 2014
through adoption of all feasible measures. The prior 2007 AQMP demonstrated attainment with the 1997
8‐hour ozone (80 ppb) standard by 2023, through implementation of future improvements in control
techniques and technologies. These “black box” emissions reductions represent 65 percent of the
remaining NOx emission reductions by 2023 in order to show attainment with the 1997 8‐hour ozone
NAAQS. Given the magnitude of these needed emissions reductions, additional NOx control measures
have been provided in the 2012 AQMP even though the primary purpose was to show compliance with
24‐hour PM2.5 emissions standards.
The 2016 AQMP provides a new approach that focuses on available, proven and cost effective alternatives
to traditional strategies, while seeking to achieve multiple goals in partnership with other entities to
promote reductions in GHG emissions and TAC emissions as well as efficiencies in energy use,
transportation, and goods movement. The 2016 AQMP recognizes the critical importance of working with
other agencies to develop funding and other incentives that encourage the accelerated transition of
vehicles, buildings and industrial facilities to cleaner technologies in a manner that benefits not only air
quality, but also local businesses and the regional economy.
Although SCAQMD is responsible for regional air quality planning efforts, it does not have the authority
to directly regulate air quality issues associated with plans and new development projects throughout the
Air Basin. Instead, this is controlled through local jurisdictions in accordance to CEQA. In order to assist
local jurisdictions with air quality compliance issues the CEQA Air Quality Handbook (SCAQMD CEQA
Handbook), prepared by SCAQMD, 1993, with the most current updates found at
http://www.aqmd.gov/ceqa/hdbk.html, was developed in accordance with the projections and programs
detailed in the AQMPs. The purpose of the SCAQMD CEQA Handbook is to assist Lead Agencies, as well
as consultants, project proponents, and other interested parties in evaluating a proposed project’s
potential air quality impacts. Specifically, the SCAQMD CEQA Handbook explains the procedures that
SCAQMD recommends be followed for the environmental review process required by CEQA. The
SCAQMD CEQA Handbook provides direction on how to evaluate potential air quality impacts, how to
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determine whether these impacts are significant, and how to mitigate these impacts. The SCAQMD
intends that by providing this guidance, the air quality impacts of plans and development proposals will
be analyzed accurately and consistently throughout the Air Basin, and adverse impacts will be minimized.
The following lists the SCAQMD rules that are applicable but not limited to fire station and training center
projects in the Air Basin.
Rules 208 and 444 – Open Burning
Rules 208 and 444 requires that a permit is obtained for open burns that includes the proposed propane
props would be used for pyrotechnic effects in the training tower. Rules 208 and 444 restrict open burning
within 1,000 feet of a sensitive receptor, and when the Air Quality Index (AQI) at the project site is 100 or
less, and the inversion base is 1,500 feet or higher. Rule 444 also provides specific rules for fire training
exercises that limits each training fire to no more than 30 minutes and no more than four hours of fire in
a 24 hour period. According to Notice of Exemption from the California Environmental Quality Act
Proposed Amended Rule 208 – Permit and Burn Authorization for Open Burning, and Proposed Amended
Rule 444 – Open Burning, prepared by SCAQMD October 31, 2008, any open burn where a permit is
obtained and all requirements from Rules 208 and 444 are met, the air emissions created from the open
burn is exempt from CEQA.
Rule 402 ‐ Nuisance
Rule 402 prohibits a person from discharging from any source whatsoever such quantities of air
contaminants or other material which causes injury, detriment, nuisance, or annoyance to any
considerable number of persons or to the public, or which endanger the comfort, repose, health or safety
of any such persons or the public, or which cause, or have a natural tendency to cause, injury or damage
to business or property. Compliance with Rule 402 will reduce local air quality and odor impacts to nearby
sensitive receptors.
Rule 403‐ Fugitive Dust
Rule 403 governs emissions of fugitive dust during construction activities and requires that no person shall
cause or allow the emissions of fugitive dust such that dust remains visible in the atmosphere beyond the
property line or the dust emission exceeds 20 percent opacity, if the dust is from the operation of a
motorized vehicle. Compliance with this rule is achieved through application of standard Best Available
Control Measures, which include but are not limited to the measures below. Compliance with these rules
would reduce local air quality impacts to nearby sensitive receptors.
Utilize either a pad of washed gravel 50 feet long, 100 feet of paved surface, a wheel shaker, or a
wheel washing device to remove material from vehicle tires and undercarriages before leaving
project site.
Do not allow any track out of material to extend more than 25 feet onto a public roadway and
remove all track out at the end of each workday.
Water all exposed areas on active sites at least three times per day and pre‐water all areas prior
to clearing and soil moving activities.
Apply nontoxic chemical stabilizers according to manufacturer specifications to all construction
areas that will remain inactive for 10 days or longer.
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Pre‐water all material to be exported prior to loading, and either cover all loads or maintain at
least 2 feet of freeboard in accordance with the requirements of California Vehicle Code Section
23114.
Replant all disturbed area as soon as practical.
Suspend all grading activities when wind speeds (including wind gusts) exceed 25 miles per hour.
Restrict traffic speeds on all unpaved roads to 15 miles per hour or less.
Rules 1108 and 1108.1 – Cutback and Emulsified Asphalt
Rules 1108 and 1108.1 govern the sale, use, and manufacturing of asphalt and limits the VOC content in
asphalt. This rule regulates the VOC contents of asphalt used during construction as well as any on‐going
maintenance during operations. Therefore, all asphalt used during construction and operation of the
proposed project must comply with SCAQMD Rules 1108 and 1108.1.
Rule 1113 – Architectural Coatings
Rule 1113 governs the sale, use, and manufacturing of architectural coatings and limits the VOC content
in sealers, coatings, paints and solvents. This rule regulates the VOC contents of paints available during
construction. Therefore, all paints and solvents used during construction and operation of the proposed
project must comply with SCAQMD Rule 1113.
Rule 1143 – Paint Thinners
Rule 1143 governs the sale, use, and manufacturing of paint thinners and multi‐purpose solvents that are
used in thinning of coating materials, cleaning of coating application equipment, and other solvent
cleaning operations. This rule regulates the VOC content of solvents used during construction. Solvents
used during construction and operation of the proposed project must comply with SCAQMD Rule 1143.
Southern California Association of Governments
The SCAG is the regional planning agency for Los Angeles, Orange, Ventura, Riverside, San Bernardino,
and Imperial Counties and addresses regional issues relating to transportation, the economy, 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 respect
to air quality planning, SCAG has prepared the 2020‐2045 Regional Transportation Plan/Sustainable
Communities Strategy (Connect SoCal), adopted September 3, 2020 and the 2019 Federal Transportation
Improvement Program (2019 FTIP), adopted September 2018, which addresses regional development and
growth forecasts. Although the Connect SoCal and 2019 FTIP are primarily planning documents for future
transportation projects a key component of these plans are to integrate land use planning with
transportation planning that promotes higher density infill development in close proximity to existing
transit service. These plans form the basis for the land use and transportation components of the AQMP,
which are utilized in the preparation of air quality forecasts and in the consistency analysis included in the
AQMP. The Connect SoCal, 2019 FTIP, and AQMP are based on projections originating within the City and
County General Plans.
4.4 Local – City of Fontana
Local jurisdictions, such as the City of Fontana, have the authority and responsibility to reduce air pollution
through its police power and decision‐making authority. Specifically, the City is responsible for the
assessment and mitigation of air emissions resulting from its land use decisions. The City is also
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responsible for the implementation of transportation control measures as outlined in the 2016 AQMP and
2020 AQMP, when adopted. Examples of such measures include bus turnouts, energy‐efficient
streetlights, and synchronized traffic signals. In accordance with CEQA requirements and the CEQA review
process, the City assesses the air quality impacts of new development projects, requires mitigation of
potentially significant air quality impacts by conditioning discretionary permits, and monitors and
enforces implementation of such mitigation.
In accordance with the CEQA requirements, the City does not, however, have the expertise to develop
plans, programs, procedures, and methodologies to ensure that air quality within the City and region will
meet federal and state standards. Instead, the City relies on the expertise of the SCAQMD and utilizes the
SCAQMD CEQA Handbook as the guidance document for the environmental review of plans and
development proposals within its jurisdiction.
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5.0 ENERGY CONSERVATION MANAGEMENT
The regulatory setting related to energy conservation is primarily addressed through State and City
regulations, which are discussed below.
5.1 State
Energy conservation management in the State was initiated by the 1974 Warren‐Alquist State Energy
Resources Conservation and Development Act that created the California Energy Resource Conservation
and Development Commission (currently named California Energy Commission [CEC]), which was
originally tasked with certifying new electric generating plants based on the need for the plant and the
suitability of the site of the plant. In 1976 the Warren‐Alquist Act was expanded to include new
restrictions on nuclear generating plants, that effectively resulted in a moratorium of any new nuclear
generating plants in the State. The following details specific regulations adopted by the State in order to
reduce the consumption of energy.
California Code of Regulations (CCR) Title 20
On November 3, 1976 the CEC adopted the Regulations for Appliance Efficiency Standards Relating to
Refrigerators, Refrigerator‐Freezers and Freezers and Air Conditioners, which were the first energy‐
efficiency standards for appliances. The appliance efficiency regulations have been updated several times
by the Commission and the most current version is the 2016 Appliance Efficiency Regulations, adopted
January 2017 and now includes almost all types of appliances and lamps that use electricity, natural gas
as well as plumbing fixtures. The authority for the CEC to control the energy‐efficiency of appliances is
detailed in California Code of Regulations (CCR), Title 20, Division 2, Chapter 4, Article 4, Sections 1601‐
1609.
California Code of Regulations (CCR) Title 24, Part 6
CCR Title 24, Part 6: California’s Energy Efficiency Standards for Residential and Nonresidential Buildings
(Title 24) were first established in 1978 in response to a legislative mandate to reduce California’s energy
consumption. The California Energy Commission (CEC) is the agency responsible for the standards that
are updated periodically to allow consideration and possible incorporation of new energy efficiency
technologies and methods. In 2008 the State set an energy‐use reduction goal of zero‐net‐energy use of
all new homes by 2020 and the CEC was mandated to meet this goal through revisions to the Title 24, Part
6 regulations.
The Title 24 standards are updated on a three‐year schedule and since 2008 the standards have been
incrementally moving to the 2020 goal of the zero‐net‐energy use. The 2019 Title 24 standards are the
current standards in effect and on January 1, 2023 the 2022 Title 24 standards will be the required
standards for new projects in California. As such, the proposed project will be required to be designed to
meet the 2022 Title 24 standards.
According to the Title 24 Part 6 Fact Sheet, the CEC estimates that over 30 years the 2022 Title 24
standards will reduce 10 MMTCO2e of GHG emissions, which is equivalent to taking nearly 2.2 million cars
off the road for a year. For single‐family homes, the CEC estimates that the 2022 Title 24 changes from
using natural gas furnaces to electric heat pumps to heat new homes and would reduce net CO2 emissions
by 16,230 MTCO2e per year, when compared to the 2019 Title 24 standards, which is equivalent of taking
3,641 gas cars off the road each year. The 2022 Title 24 standards will: (1) Increase onsite renewable
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energy generation; (2) Increases electric load flexibility to support grid reliability; (3) Reduces emissions
from newly constructed buildings; (4) Reduces air pollution for improved public health; and (5) Encourages
adoption of environmentally beneficial efficient electric technologies.
California Code of Regulations (CCR) Title 24, Part 11
CCR Title 24, Part 11: California Green Building Standards (CalGreen Code) was developed in response to
continued efforts to reduce GHG emissions associated with energy consumption. The CalGreen Code is
also updated every three years and the current version is the 2019 CalGreen Code and the 2022 CalGreen
Code will go into effect on January 1, 2023.
The CalGreen Code contains requirements for construction site selection; storm water control during
construction; construction waste reduction; indoor water use reduction; material selection; natural
resource conservation; site irrigation conservation; and more. The code provides for design options
allowing the designer to determine how best to achieve compliance for a given site or building condition.
The code also requires building commissioning, which is a process for verifying that all building systems
(e.g., heating and cooling equipment and lighting systems) are functioning at their maximum efficiency.
The CalGreen Code provides standards for bicycle parking, carpool/vanpool/electric vehicle spaces, light
and glare reduction, grading and paving, energy efficient appliances, renewable energy, graywater
systems, water efficient plumbing fixtures, recycling and recycled materials, pollutant controls (including
moisture control and indoor air quality), acoustical controls, storm water management, building design,
insulation, flooring, and framing, among others. Implementation of the CalGreen Code measures reduces
energy consumption and vehicle trips and encourages the use of alternative‐fuel vehicles, which reduces
pollutant emissions.
Some of the notable changes in the 2022 CalGreen Code over the prior 2019 CalGreen Code for
nonresidential development mandatory requirements include repeal of the designated parking spaces for
clean air vehicles, an increase in the number of electric vehicle (EV) ready parking spaces and a new
requirement for installed Level 2 or DCFC EV charging stations for autos and added EV charging readiness
requirements to loading docks, enhanced thermal insulation requirements, and acoustical ceilings are
now required.
Executive Order N‐79‐20
The California Governor issued Executive Order N‐79‐20 on September 23, 2020 that requires all new
passenger cars and trucks and commercial drayage trucks sold in California to be zero‐emissions by the
year 2035 and all medium‐ heavy‐duty vehicles (commercial trucks) sold in the state to be zero‐emission
by 2045 for all operations where feasible. Executive Order N‐79‐20 also requires all off‐road vehicles and
equipment to transition to 100 percent zero‐emission equipment, where feasible by 2035.
Senate Bill 100 and Executive Order B‐55‐18
Senate Bill 100 (SB 100) was adopted September 2018 and the California Governor issued Executive Order
B‐55‐18 in September 2018, shortly before the Global Climate Action Summit started in San Francisco. SB
100 and Executive Order B‐55‐18 requires that by December 1, 2045 that 100 percent of retail sales of
electricity to be generated from renewable or zero‐carbon emission sources of electricity. SB 100
supersedes the renewable energy requirements set by SB 350, SB 1078, SB 107, and SB X1‐2. However,
the interim renewable energy thresholds from the prior Bills of 44 percent by December 31, 2024, 52
percent by December 31, 2027, and 60 percent by December 31, 2030, will remain in effect.
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Executive Order B‐48‐18 and Assembly Bill 2127
The California Governor issued Executive Order B‐48‐18 on January 26, 2018 that orders all state entities
to work with the private sector to put at least five million zero‐emission vehicles on California roads by
2030 and to install 200 hydrogen fueling stations and 250,000 electric vehicle chargers by 2025. Currently
there are approximately 350,000 electric vehicles operating in California, which represents approximately
1.5 percent of the 24 million vehicles total currently operating in California. Implementation of Executive
Order B‐48‐18 would result in approximately 20 percent of all vehicles in California to be zero emission
electric vehicles. Assembly Bill 2127 (AB 2127) was codified into statute on September 13, 2018 and
requires that the California Energy Commission working with the State Air Resources Board prepare
biannual assessments of the statewide electric vehicle charging infrastructure needed to support the
levels of zero emission vehicle adoption required for the State to meet its goals of putting at least 5 million
zero‐emission vehicles on California roads by 2030.
Assembly Bill 1109
California Assembly Bill 1109 (AB 1109) was adopted October 2007, also known as the Lighting Efficiency
and Toxics Reduction Act, prohibits the manufacturing of lights after January 1, 2010 that contain levels
of hazardous substances prohibited by the European Union pursuant to the RoHS Directive. AB 1109 also
requires reductions in energy usage for lighting and is structured to reduce lighting electrical consumption
by: (1) At least 50 percent reduction from 2007 levels for indoor residential lighting; and (2) At least 25
percent reduction from 2007 levels for indoor commercial and all outdoor lighting by 2018. AB 1109
would reduce GHG emissions through reducing the amount of electricity required to be generated by
fossil fuels in California.
Assembly Bill 1493
California Assembly Bill 1493 (also known as the Pavley Bill, in reference to its author Fran Pavley) was
enacted on July 22, 2002 and required CARB to develop and adopt regulations that reduce GHGs emitted
by passenger vehicles and light duty trucks. In 2004, CARB approved the “Pavley I” regulations limiting
the amount of GHGs that may be released from new passenger automobiles that are being phased in
between model years 2009 through 2016. These regulations will reduce GHG emissions by 30 percent
from 2002 levels by 2016. In June 2009, the EPA granted California the authority to implement GHG
emission reduction standards for light duty vehicles, in September 2009, amendments to the Pavley I
regulations were adopted by CARB and implementation of the “Pavley I” regulations started in 2009.
The second set of regulations “Pavley II” was developed in 2010, and is being phased in between model
years 2017 through 2025 with the goal of reducing GHG emissions by 45 percent by the year 2020 as
compared to the 2002 fleet. The Pavley II standards were developed by linking the GHG emissions and
formerly separate toxic tailpipe emissions standards previously known as the “LEV III” (third stage of the
Low Emission Vehicle standards) into a single regulatory framework. The new rules reduce emissions from
gasoline‐powered cars as well as promote zero‐emissions auto technologies such as electricity and
hydrogen, and through increasing the infrastructure for fueling hydrogen vehicles. In 2009, the U.S. EPA
granted California the authority to implement the GHG standards for passenger cars, pickup trucks and
sport utility vehicles and these GHG emissions standards are currently being implemented nationwide.
However, EPA has performed a midterm evaluation of the longer‐term standards for model years 2022‐
2025, and based on the findings of this midterm evaluation, the EPA proposed The Safer Affordable Fuel
Efficient (SAFE) Vehicles Proposed Rule for Model Years 2021‐2026 that amends the corporate average
fuel economy (CAFE) and GHG emissions standards for light vehicles for model years 2021 through 2026.
The EPA’s proposed amendments do not include any extension of the legal waiver granted to California
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by the 1970 Clean Air Act and which has allowed the State to set tighter standards for vehicle pipe
emissions than the EPA standards. On September 20, 2019, California filed suit over the EPA decision to
revoke California’s legal waiver that has been joined by 22 other states.
5.2 Local – City of Fontana
The applicable energy plan for the proposed project is the Fontana Forward General Plan Update 2015‐
2035 (General Plan), adopted November 18, 2018 provides the following Goals and Policies that are
designed to help the City improve its resource efficiency and help the City pursue sustainability and
resilience by making resource‐efficient choices to conserve water, energy, and materials. The applicable
energy‐related goals and policies from the General Plan in the Sustainability and Resilience Element for
the proposed project are shown below.
Goal 2: Government facilities and operations are models of resource efficiency.
Policy 2.2: Continue organizational and operational improvements to maximize energy and resource
efficiency and reduce waste.
Goal 5: Green building techniques are used in new development and retrofits.
Policy 5.1: Promote green building through guidelines, awards and nonfinancial incentives.
Goal 6: Fontana is a leader energy‐efficient development and retrofits.
Policy 6.1: Promote energy‐efficient development in Fontana.
Policy 6.2: Meet or exceed state goals for energy‐efficient new construction.
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6.0 GLOBAL CLIMATE CHANGE MANAGEMENT
The regulatory setting related to global climate change is addressed through the efforts of various
international, federal, state, regional, and local government agencies. These agencies work jointly, as well
as individually, to reduce GHG emissions through legislation, regulations, planning, policy‐making,
education, and a variety of programs. The agencies responsible for global climate change regulations are
discussed below.
6.1 International
In 1988, the United Nations established the IPCC to evaluate the impacts of global climate change and to
develop strategies that nations could implement to curtail global climate change. In 1992, the United
States joined other countries around the world in signing the United Nations’ Framework Convention on
Climate Change (UNFCCC) agreement with the goal of controlling GHG emissions. The parties of the
UNFCCC adopted the Kyoto Protocol, which set binding GHG reduction targets for 37 industrialized
countries, the objective of reducing their collective GHG emissions by five percent below 1990 levels by
2012. The Kyoto Protocol has been ratified by 182 countries, but has not been ratified by the United
States. It should be noted that Japan and Canada opted out of the Kyoto Protocol and the remaining
developed countries that ratified the Kyoto Protocol have not met their Kyoto targets. The Kyoto Protocol
expired in 2012 and the amendment for the second commitment period from 2013 to 2020 has not yet
entered into legal force. The Parties to the Kyoto Protocol negotiated the Paris Agreement in December
2015, agreeing to set a goal of limiting global warming to less than 2 degrees Celsius compared with pre‐
industrial levels. The Paris Agreement has been adopted by 195 nations with 147 ratifying it, including the
United States by President Obama, who ratified it by Executive Order on September 3, 2016. On June 1,
2017, President Trump announced that the United States is withdrawing from the Paris Agreement and
on January 21, 2021 President Biden signed an executive order rejoining the Paris Agreement.
Additionally, the Montreal Protocol was originally signed in 1987 and substantially amended in 1990 and
1992. The Montreal Protocol stipulates that the production and consumption of compounds that deplete
ozone in the stratosphere—CFCs, halons, carbon tetrachloride, and methyl chloroform—were to be
phased out, with the first three by the year 2000 and methyl chloroform by 2005.
6.2 Federal – United States Environmental Protection Agency
The United States Environmental Protection Agency (EPA) is responsible for implementing federal policy
to address global climate change. The Federal government administers a wide array of public‐private
partnerships to reduce U.S. GHG intensity. These programs focus on energy efficiency, renewable energy,
methane, and other non‐CO2 gases, agricultural practices and implementation of technologies to achieve
GHG reductions. EPA implements several voluntary programs that substantially contribute to the
reduction of GHG emissions.
In Massachusetts v. Environmental Protection Agency (Docket No. 05–1120), argued November 29, 2006
and decided April 2, 2007, the U.S. Supreme Court held that not only did the EPA have authority to
regulate greenhouse gases, but the EPA's reasons for not regulating this area did not fit the statutory
requirements. As such, the U.S. Supreme Court ruled that the EPA should be required to regulate CO2
and other greenhouse gases as pollutants under the federal Clean Air Act (CAA).
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In response to the FY2008 Consolidations Appropriations Act (H.R. 2764; Public Law 110‐161), EPA
proposed a rule on March 10, 2009 that requires mandatory reporting of GHG emissions from large
sources in the United States. On September 22, 2009, the Final Mandatory Reporting of GHG Rule was
signed and published in the Federal Register on October 30, 2009. The rule became effective on December
29, 2009. This rule requires suppliers of fossil fuels or industrial GHGs, manufacturers of vehicles and
engines, and facilities that emit 25,000 metric tons or more per year of GHG emissions to submit annual
reports to EPA.
On December 7, 2009, the EPA Administrator signed two distinct findings under section 202(a) of the
Clean Air Act. One is an endangerment finding that finds concentrations of the six GHGs in the atmosphere
threaten the public health and welfare of current and future generations. The other is a cause or
contribute finding, that finds emissions from new motor vehicles and new motor vehicle engines
contribute to the GHG pollution which threatens public health and welfare. These actions did not impose
any requirements on industry or other entities, however, since 2009 the EPA has been providing GHG
emission standards for vehicles and other stationary sources of GHG emissions that are regulated by the
EPA. On September 13, 2013 the EPA Administrator signed 40 CFR Part 60, that limits emissions from new
sources to 1,100 pounds of CO2 per mega‐watt hour (MWh) for fossil fuel‐fired utility boilers and 1,000
pounds of CO2 per MWh for large natural gas‐fired combustion units.
On August 3, 2015, the EPA announced the Clean Power Plan, emissions guidelines for U.S. states to follow
in developing plans to reduce GHG emissions from existing fossil fuel‐fired power plants (Federal Register
Vol. 80, No. 205, October 23 2015). On October 11, 2017, the EPA issued a formal proposal to repeal the
Clean Power Plan and on June 19, 2019 the EPA replaced the Clean Power Plan with the Affordable Clean
Energy rule that is anticipated to lower power sector GHG emissions by 11 million tons by the year 2030.
On April 30, 2020, the EPA and the National Highway Safety Administration published the Final Rule for
the Safer Affordable Fuel‐Efficient (SAFE) Vehicles Rule for Model Years 2021‐2026 Passenger Cars and
Light Trucks (SAFE Vehicles Rule). Part One of the Rule revokes California’s authority to set its own GHG
emissions standards and zero‐emission vehicle mandates in California, which results in one emission
standard to be used nationally for all passenger cars and light trucks that is set by the EPA.
6.3 State
The CARB has the primary responsible for implementing state policy to address global climate change,
however there are State regulations related to global climate change that affect a variety of State
agencies. CARB, which is a part of the California Environmental Protection Agency, is responsible for the
coordination and administration of both the federal and state air pollution control programs within
California. In this capacity, the CARB conducts research, sets California Ambient Air Quality Standards
(CAAQS), compiles emission inventories, develops suggested control measures, provides oversight of local
programs, and prepares the SIP. In addition, the CARB establishes emission standards for motor vehicles
sold in California, consumer products (e.g. hairspray, aerosol paints, and barbeque lighter fluid), and
various types of commercial equipment. It also sets fuel specifications to further reduce vehicular
emissions.
In 2008, CARB approved a Climate Change Scoping Plan that proposes a “comprehensive set of actions
designed to reduce overall carbon GHG emissions in California, improve our environment, reduce our
dependence on oil, diversify our energy sources, save energy, create new jobs, and enhance public health”
(CARB 2008). The Climate Change Scoping Plan has a range of GHG reduction actions which include direct
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regulations; alternative compliance mechanisms; monetary and non‐monetary incentives; voluntary
actions; market‐based mechanisms such as a cap‐and‐trade system. In 2014, CARB approved the First
Update to the Climate Change Scoping Plan (CARB, 2014) that identifies additional strategies moving
beyond the 2020 targets to the year 2050. On December 14, 2017 CARB adopted the California’s 2017
Climate Change Scoping Plan, November 2017 (CARB, 2017) that provides specific statewide policies and
measures to achieve the 2030 GHG reduction target of 40 percent below 1990 levels by 2030 and the
aspirational 2050 GHG reduction target of 80 percent below 1990 levels by 2050. In addition, the State
has passed the following laws directing CARB to develop actions to reduce GHG emissions, which are listed
below in chronological order, with the most current first.
Executive Order B‐55‐18 and Assembly Bill 1279
The California Governor issued Executive Order B‐55‐18 in September 2018 that establishes a new
statewide goal to achieve carbon neutrality as soon as possible, but no later than 2045. This executive
order directs CARB to work with relevant State agencies to develop a framework for implementation and
accounting that tracks progress toward this goal as well as ensuring future scoping plans identify and
recommend measures to achieve this carbon neutrality goal. Assembly Bill 1279 was passed by the
legislature in September 2022 that codifies the carbon neutrality targets provided in Executive Order B‐
55‐18. The 2022 Scoping Plan for Achieving Carbon Neutrality, prepared by CARB, November 16, 2022
that will be considered for adoption at CARB’s December Board meeting, was prepared in order to meet
the carbon neutrality goal targets developed in Executive Order B‐55‐18 and codified in Assembly Bill
1279.
Executive Order N‐79‐20
EO N‐79‐20 establish targets for when all new vehicles and equipment are zero‐emission and is described
in more detail above in Section 5.1 under Energy Conservation Management.
California Code of Regulations (CCR) Title 24, Part 6
The Title 24 Part 6 standards have been developed by the CEC primarily for energy conservation and is
described in more detail above in Section 5.1 under Energy Conservation Management. It should be noted
that implementation of the Title 24 Part 6 building standards would also reduce GHG emissions, since as
detailed above in Section 3.3 Greenhouse Gas Emissions Inventory, energy use for residential and
commercial buildings creates 9.7 percent of the GHG emissions in the State.
California Code of Regulations (CCR) Title 24, Part 11
The CalGreen Building standards have been developed by the CEC primarily for energy conservation and
is described in more detail above in Section 5.1 under Energy Conservation Management. It should be
noted that implementation of the CalGreen Building standards would also reduce GHG emissions, since
as detailed above under Title 24, Part 6, energy usage from buildings creates 9.7 percent of GHG emissions
in the State.
Senate Bill 100
SB 100 requires that by December 1, 2045 that 100 percent of retail sales of electricity to be generated
from renewable or zero‐carbon emission sources of electricity and is described in more detail above in
Section 5.1 under Energy Conservation Management.
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Executive Order B‐48‐18 and Assembly Bill 2127
Executive Order B‐48‐18 and AB 2127 provides measures to put at least five million zero‐emission vehicles
on California roads by 2030 and to install 200 hydrogen fueling stations and 250,000 electric vehicle
chargers by 2025 and is described in more detail above in Section 5.1 under Energy Conservation
Management.
Executive Order B‐30‐15, Senate Bill 32 and Assembly Bill 197
The California Governor issued Executive Order B‐30‐15 on April 29, 2015 that aims to reduce California’s
GHG emissions 40 percent below 1990 levels by 2030. This executive order aligns California’s GHG
reduction targets with those of other international governments, such as the European Union that set the
same target for 2030 in October, 2014. This target will make it possible to reach the ultimate goal of
reducing GHG emissions 80 percent under 1990 levels by 2050 that is based on scientifically established
levels needed in the U.S.A to limit global warming below 2 degrees Celsius – the warming threshold at
which scientists say there will likely be major climate disruptions such as super droughts and rising sea
levels. Assembly Bill 197 (AB 197) (September 8, 2016) and Senate Bill 32 (SB 32) (September 8, 2016)
codified into statute the GHG emissions reduction targets of at least 40 percent below 1990 levels by 2030
as detailed in Executive Order B‐30‐15. AB 197 also requires additional GHG emissions reporting that is
broken down to sub‐county levels and requires CARB to consider the social costs of emissions impacting
disadvantaged communities.
Executive Order B‐29‐15
The California Governor issued Executive Order B‐29‐15 on April 1, 2015 and directed the State Water
Resources Control Board to impose restrictions to achieve a statewide 25% reduction in urban water
usage and directed the Department of Water Resources to replace 50 million square feet of lawn with
drought tolerant landscaping through an update to the State’s Model Water Efficient Landscape
Ordinance. The Ordinance also requires installation of more efficient irrigation systems, promotion of
greywater usage and onsite stormwater capture, and limits the turf planted in new residential landscapes
to 25 percent of the total area and restricts turf from being planted in median strips or in parkways unless
the parkway is next to a parking strip and a flat surface is required to enter and exit vehicles. Executive
Order B‐29‐15 would reduce GHG emissions associated with the energy used to transport and filter water.
Assembly Bill 341 and Senate Bills 939 and 1374
Senate Bill 939 (SB 939) requires that each jurisdiction in California to divert at least 50 percent of its
waste away from landfills, whether through waste reduction, recycling or other means. Senate Bill 1374
(SB 1374) requires the California Integrated Waste Management Board to adopt a model ordinance by
March 1, 2004 suitable for adoption by any local agency to require 50 to 75 percent diversion of
construction and demolition of waste materials from landfills. Assembly Bill 341 (AB 341) was adopted in
2011 and builds upon the waste reduction measures of SB 939 and 1374, and set a new target of a 75
percent reduction in solid waste generated by the year 2020.
Senate Bill 375
Senate Bill 375 (SB 375) was adopted September 2008 in order to support the State’s climate action goals
to reduce GHG emissions from transportation sources through coordinated regional transportation
planning efforts, regional GHG emission reduction targets, and land use and housing allocation. SB 375
requires CARB to set regional targets for GHG emissions reductions from passenger vehicle use. In 2010,
CARB established targets for 2020 and 2035 for each Metropolitan Planning Organizations (MPO) within
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the State. It was up to each MPO to adopt a sustainable communities strategy (SCS) that will prescribe
land use allocation in that MPOs Regional Transportation Plan (RTP) to meet CARB’s 2020 and 2035 GHG
emission reduction targets. These reduction targets are required to be updated every eight years and the
most current targets are detailed at: https://ww2.arb.ca.gov/our‐work/programs/sustainable‐
communities‐program/regional‐plan‐targets, which provides GHG emissions reduction targets for SCAG
of 8 percent by 2020 and 19 percent by 2035.
The Connect SoCal (SCAG, 2020) provides a 2035 GHG emission reduction target of 19 percent reduction
over the 2005 per capita emissions levels. The Connect SoCal include new initiatives of land use,
transportation and technology to meet the 2035 new 19 percent GHG emission reduction target for 2035.
CARB is also charged with reviewing SCAG’s RTP/SCS for consistency with its assigned targets.
City and County land use policies, including General Plans, are not required to be consistent with the RTP
and associated SCS. However, new provisions of CEQA incentivize, through streamlining and other
provisions, qualified projects that are consistent with an approved SCS and categorized as “transit priority
projects.”
Assembly Bill 1109
AB 1109 requires reductions in energy usage for lighting and is described in more detail above in Section
5.1 under Energy Conservation Management.
Executive Order S‐1‐07
Executive Order S‐1‐07 was issued in 2007 and proclaims that the transportation sector is the main source
of GHG emissions in the State, since it generates more than 40 percent of the State’s GHG emissions. It
establishes a goal to reduce the carbon intensity of transportation fuels sold in the State by at least ten
percent by 2020. This Executive Order also directs CARB to determine whether this Low Carbon Fuel
Standard (LCFS) could be adopted as a discrete early‐action measure as part of the effort to meet the
mandates in AB 32.
In 2009 CARB approved the proposed regulation to implement the LCFS. The standard was challenged in
the courts, but has been in effect since 2011 and was re‐approved by the CARB in 2015. The LCFS is
anticipated to reduce GHG emissions by about 16 MMT per year by 2020. The LCFS is designed to provide
a framework that uses market mechanisms to spur the steady introduction of lower carbon fuels. The
framework establishes performance standards that fuel producers and importers must meet annually.
Reformulated gasoline mixed with corn‐derived ethanol and low‐sulfur diesel fuel represent the baseline
fuels. Lower carbon fuels may be ethanol, biodiesel, renewable diesel, or blends of these fuels with
gasoline or diesel. Compressed natural gas and liquefied natural gas also may be low‐carbon fuels.
Hydrogen and electricity, when used in fuel cells or electric vehicles, are also considered as low‐carbon
fuels.
Senate Bill 97
Senate Bill 97 (SB 97) was adopted August 2007 and acknowledges that climate change is a prominent
environmental issue that requires analysis under CEQA. SB 97 directed the Governor’s Office of Planning
and Research (OPR), which is part of the State Natural Resources Agency, to prepare, develop, and
transmit to CARB guidelines for the feasible mitigation of GHG emissions or the effects of GHG emissions,
as required by CEQA, by July 1, 2009. The Natural Resources Agency was required to certify and adopt
those guidelines by January 1, 2010.
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Pursuant to the requirements of SB 97 as stated above, on December 30, 2009 the Natural Resources
Agency adopted amendments to the State CEQA guidelines that addresses GHG emissions. The CEQA
Guidelines Amendments changed 14 sections of the CEQA Guidelines and incorporated GHG language
throughout the Guidelines. However, no GHG emissions thresholds of significance were provided and no
specific mitigation measures were identified. The GHG emission reduction amendments went into effect
on March 18, 2010 and are summarized below:
Climate Action Plans and other greenhouse gas reduction plans can be used to determine whether
a project has significant impacts, based upon its compliance with the plan.
Local governments are encouraged to quantify the GHG emissions of proposed projects, noting
that they have the freedom to select the models and methodologies that best meet their needs
and circumstances. The section also recommends consideration of several qualitative factors that
may be used in the determination of significance, such as the extent to which the given project
complies with state, regional, or local GHG reduction plans and policies. OPR does not set or
dictate specific thresholds of significance. Consistent with existing CEQA Guidelines, OPR
encourages local governments to develop and publish their own thresholds of significance for
GHG impacts assessment.
When creating their own thresholds of significance, local governments may consider the
thresholds of significance adopted or recommended by other public agencies, or recommended
by experts.
New amendments include guidelines for determining methods to mitigate the effects of GHG
emissions in Appendix F of the CEQA Guidelines.
OPR is clear to state that “to qualify as mitigation, specific measures from an existing plan must
be identified and incorporated into the project; general compliance with a plan, by itself, is not
mitigation.”
OPR’s emphasizes the advantages of analyzing GHG impacts on an institutional, programmatic
level. OPR therefore approves tiering of environmental analyses and highlights some benefits of
such an approach.
Environmental impact reports must specifically consider a project's energy use and energy
efficiency potential.
Assembly Bill 32
In 2006, the California State Legislature adopted AB 32, the California Global Warming Solutions Act of
2006. AB 32 requires CARB, to adopt rules and regulations that would achieve GHG emissions equivalent
to statewide levels in 1990 by 2020 through an enforceable statewide emission cap which will be phased
in starting in 2012. Emission reductions shall include carbon sequestration projects that would remove
carbon from the atmosphere and utilize best management practices that are technologically feasible and
cost effective.
In 2007 CARB released the calculated Year 1990 GHG emissions of 431 MMTCO2e. The 2020 target of 431
MMTCO2e requires the reduction of 78 MMTCO2e, or approximately 16 percent from the State’s projected
2020 business as usual emissions of 509 MMTCO2e (CARB, 2014). Under AB 32, CARB was required to
adopt regulations by January 1, 2011 to achieve reductions in GHGs to meet the 1990 cap by 2020. Early
measures CARB took to lower GHG emissions included requiring operators of the largest industrial
facilities that emit 25,000 metric tons of CO2 in a calendar year to submit verification of GHG emissions by
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December 1, 2010. The CARB Board also approved nine discrete early action measures that include
regulations affecting landfills, motor vehicle fuels, refrigerants in cars, port operations and other sources,
all of which became enforceable on or before January 1, 2010.
CARB’s Scoping Plan that was adopted in 2009, proposes a variety of measures including: strengthening
energy efficiency and building standards; targeted fees on water and energy use; a market‐based cap‐
and‐trade system; achieving a 33 percent renewable energy mix; and a fee regulation to fund the program.
The 2014 update to the Scoping Plan identifies strategies moving beyond the 2020 targets to the year
2050.
The Cap‐and‐Trade Program established under the Scoping Plan sets a statewide limit on sources
responsible for 85 percent of California’s GHG emissions, and has established a market for long‐term
investment in energy efficiency and cleaner fuels since 2012.
Executive Order S‐3‐05
In 2005 the California Governor issued Executive Order S 3‐05, GHG Emission, which established the
following reduction targets:
2010: Reduce greenhouse gas emissions to 2000 levels;
2020: Reduce greenhouse gas emissions to 1990 levels;
2050: Reduce greenhouse gas emissions to 80 percent below 1990 levels.
The Executive Order directed the secretary of the California Environmental Protection Agency (CalEPA) to
coordinate a multi‐agency effort to reduce GHG emissions to the target levels. To comply with the
Executive Order, the secretary of CalEPA created the California Climate Action Team (CAT), made up of
members from various state agencies and commissions. The team released its first report in March 2006.
The report proposed to achieve the targets by building on the voluntary actions of businesses, local
governments, and communities and through State incentive and regulatory programs. The State achieved
its first goal of reducing GHG emissions to 2000 levels by 2010.
Assembly Bill 1493
AB 1493 or the Pavley Bill sets tailpipe GHG emissions limits for passenger vehicles in California as well as
fuel economy standards and is described in more detail above in Section 5.1 under Energy Conservation
Management.
6.4 Regional – Southern California
The SCAQMD is the agency principally responsible for comprehensive air pollution control in the Air Basin.
To that end, as a regional agency, the SCAQMD works directly with SCAG, county transportation
commissions, and local governments and cooperates actively with all federal and state agencies.
South Coast Air Quality Management District
SCAQMD develops rules and regulations, establishes permitting requirements for stationary sources,
inspects emission sources, and enforces such measures through educational programs or fines, when
necessary. SCAQMD is directly responsible for reducing emissions from stationary, mobile, and indirect
sources. The SCAQMD is also responsible for GHG emissions for projects where it is the lead agency.
However, for other projects in the Air Basin where it is not the lead agency, it is limited to providing
resources to other lead agencies in order to assist them in determining GHG emission thresholds and GHG
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reduction measures. In order to assist local agencies with direction on GHG emissions, the SCAQMD
organized a Working Group, which is described below.
SCAQMD Working Group
Since neither CARB nor the OPR has developed GHG emissions threshold, the SCAQMD formed a Working
Group to develop significance thresholds related to GHG emissions. At the September 28, 2010 Working
Group meeting, the SCAQMD released its most current version of the draft GHG emissions thresholds,
which recommends a tiered approach that either provides a quantitative annual thresholds of 3,500
MTCO2e for residential uses, 1,400 MTCO2e for commercial uses, 3,000 MTCO2e for mixed uses, and
10,000 MTCO2e for industrial uses.
Southern California Association of Governments
The SCAG is the regional planning agency for Los Angeles, Orange, Ventura, Riverside, San Bernardino,
and Imperial Counties and addresses regional issues relating to transportation, the economy, 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 respect
to air quality planning, SCAG has prepared the Connect SoCal and 2019 FTIP addresses regional
development and growth forecasts. Although the Connect SoCal and 2019 FTIP are primarily planning
documents for future transportation projects a key component of these plans are to integrate land use
planning with transportation planning that promotes higher density infill development in close proximity
to existing transit service. These plans form the basis for the land use and transportation components of
the AQMP, which are utilized in the preparation of air quality forecasts and in the consistency analysis
included in the AQMP. The Connect SoCal, 2019 FTIP, and AQMP are based on projections originating
within the City and County General Plans.
6.5 Local – City of Fontana
Local jurisdictions, such as the City of Fontana, have the authority and responsibility to reduce GHG
emissions through their police power and decision‐making authority. Specifically, the City is responsible
for the assessment and mitigation of GHG emissions resulting from its land use decisions. In accordance
with CEQA requirements and the CEQA review process, the City assesses the global climate change
potential of new development projects, requires mitigation of potentially significant global climate change
impacts by conditioning discretionary permits, and monitors and enforces implementation of such
mitigation.
The Fontana Forward General Plan Update 2015‐2035 (General Plan), adopted November 18, 2018
provides the following Goals, Policies, and Actions that are designed to reduce greenhouse gas emissions.
These goals and policies are in the Community Mobility and Circulation Element, and the Sustainability
and Resilience Element.
Chapter 9 ‐ Community Mobility and Circulation
Goal 7: The City of Fontana participates in shaping regional transportation policies to reduce traffic
congestion and greenhouse gas emissions.
Policy 7.3: Participate in the efforts of Southern California Association of Governments (SCAG) to
coordinate transportation planning and services that support greenhouse gas reductions.
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Action E: Reduce greenhouse gas emissions associated with transportation by reducing vehicle
miles traveled and per‐mile emissions through use of vehicle technologies to meet the
City’s goals of greenhouse gas reductions by 2035.
Chapter 12 ‐ Sustainability and Resilience
Goal 2: Government facilities and operations are models or resource efficiency.
Policy 2.2: Continue organizational and operational improvements to maximize energy and resource
efficiency and reduce waste.
Goal 4: Fontana meets the greenhouse gas reduction goals for 2030 and subsequent goals set by the
state.
Policy 4.1: Continue to collaborate with the San Bernardino County Transportation Authority,
infrastructure agencies, and utilities on greenhouse gas reduction studies and goals.
Action A: Build on baseline research completed for greenhouse gas reduction to set local goals and
meet state goals.
Action B: Work with regional agencies to meet any future state goals for GHG reductions.
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7.0 ATMOSPHERIC SETTING
7.1 South Coast Air Basin
The project site is located within western San Bernardino County, which is part of the South Coast Air
Basin (Air Basin) that includes the non‐desert portions of Riverside, San Bernardino, and Los Angeles
Counties and all of Orange County. The Air Basin is located on a coastal plain with connecting broad
valleys and low hills to the east. Regionally, the Air Basin is bounded by the Pacific Ocean to the southwest
and high mountains to the east forming the inland perimeter.
7.2 Local Climate
The climate of western San Bernardino County, technically called an interior valley subclimate of the
Southern California’s Mediterranean‐type climate, is characterized by hot dry summers, mild moist
winters with infrequent rainfall, moderate afternoon breezes, and generally fair weather. Occasional
periods of strong Santa Ana winds and winter storms interrupt the otherwise mild weather pattern. The
clouds and fog that form along the area’s coastline rarely extend as far inland as western San Bernardino
County. When morning clouds and fog form, they typically burn off quickly after sunrise. The most
important weather pattern from an air quality perspective is associated with the warm season airflow
across the densely populated areas located west of the project site. This airflow brings polluted air into
western San Bernardino County late in the afternoon. This transport pattern creates unhealthful air
quality that may extend to the project site particularly during the summer months.
Winds are an important parameter in characterizing the air quality environment of a project site because
they both determine the regional pattern of air pollution transport and control the rate of dispersion near
a source. Daytime winds in western San Bernardino County are usually light breezes from off the coast as
air moves regionally onshore from the cool Pacific Ocean to the warm Mojave Desert interior of Southern
California. These winds allow for good local mixing, but as discussed above, these coastal winds carry
significant amounts of industrial and automobile air pollutants from the densely urbanized western
portion of the Air Basin into the interior valleys which become trapped by the mountains that border the
eastern and northern edges of the Air Basin.
In the summer, strong temperature inversions may occur that limit the vertical depth through which air
pollution can be dispersed. Air pollutants concentrate because they cannot rise through the inversion
layer and disperse. These inversions are more common and persistent during the summer months. Over
time, sunlight produces photochemical reactions within this inversion layer that creates ozone, a
particularly harmful air pollutant. Occasionally, strong thermal convections occur which allows the air
pollutants to rise high enough to pass over the mountains and ultimately dilute the smog cloud.
In the winter, light nocturnal winds result mainly from the drainage of cool air off of the mountains toward
the valley floor while the air aloft over the valley remains warm. This forms a type of inversion known as
a radiation inversion. Such winds are characterized by stagnation and poor local mixing and trap
pollutants such as automobile exhaust near their source. While these inversions may lead to air pollution
“hot spots” in heavily developed coastal areas of the Air Basin, there is not enough traffic in inland valleys
to cause any winter air pollution problems. Despite light wind conditions, especially at night and in the
early morning, winter is generally a period of good air quality in the project vicinity.
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The temperature and precipitation levels for the Fontana Kaiser Station, which is the nearest weather
station to the project site with historical data is shown below in Table E. Table E shows that July is typically
the warmest month and January is typically the coolest month. Rainfall in the project area varies
considerably in both time and space. Almost all the annual rainfall comes from the fringes of mid‐latitude
storms from late November to early April, with summers being almost completely dry.
Table E – Monthly Climate Data
Month
Average Maximum
Temperature (°F)
Average Minimum
Temperature (°F)
Average Total Precipitation
(inches)
January 66.8 44.0 3.65
February 69.4 45.0 2.85
March 70.1 46.3 2.80
April 74.5 48.4 1.13
May 79.9 52.6 0.26
June 86.7 56.6 0.04
July 95.0 62.2 0.01
August 94.4 62.9 0.11
September 91.3 61.3 0.34
October 83.0 55.4 0.34
November 73.6 48.5 1.72
December 68.3 44.4 2.07
Annual 79.4 52.3 15.32
Source: https://wrcc.dri.edu/cgi‐bin/cliMAIN.pl?ca3120
7.3 Monitored Local Air Quality
The air quality at any site is dependent on the regional air quality and local pollutant sources. Regional
air quality is determined by the release of pollutants throughout the Air Basin. Estimates of the existing
emissions in the Air Basin provided in the 2012 AQMP, indicate that collectively, mobile sources account
for 59 percent of the VOC, 88 percent of the NOx emissions and 40 percent of directly emitted PM2.5,
with another 10 percent of PM2.5 from road dust. The 2016 AQMP found that since 2012 AQMP
projections were made stationary source VOC emissions have decreased by approximately 12 percent,
but mobile VOC emissions have increased by 5 percent. The percentage of NOx emissions remain
unchanged between the 2012 and 2016 projections.
SCAQMD has divided the Air Basin into 38 air‐monitoring areas with a designated ambient air monitoring
station representative of each area. The project site is located in Air Monitoring Area 34, Central San
Bernardino Valley, which covers the area from Fontana to the base of the San Bernardino Mountains. The
nearest air monitoring station to the project site is the Fontana‐Arrow Highway Monitoring Station
(Fontana Station) that is located approximately 2,4 miles south of the project site at 14360 Arrow
Boulevard, Fontana. It should be noted that due to the air monitoring station’s distance from the project
site, recorded air pollution levels at the Fontana Station reflect with varying degrees of accuracy, local air
quality conditions at the project site. The monitoring data is presented in Table F and shows the most
recent three years of monitoring data available from CARB. CO measurements have not been provided,
since CO is currently in attainment in the Air Basin and monitoring of CO within the Air Basin ended on
March 31, 2013.
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Table F – Local Area Air Quality Monitoring Summary
Pollutant (Standard)
Year1
2019 2020 2021
Ozone:
Maximum 1‐Hour Concentration (ppm) 0.124 0.151 0.125
Days > CAAQS (0.09 ppm) 41 56 44
Maximum 8‐Hour Concentration (ppm) 0.109 0.111 0.103
Days > NAAQS (0.070 ppm) 67 89 81
Days > CAAQs (0.070 ppm) 71 91 83
Nitrogen Dioxide:
Maximum 1‐Hour Concentration (ppb) 76.1 66.4 67.2
Days > NAAQS (100 ppb) 0 0 0
Days > CAAQS (180 ppb) 0 0 0
Inhalable Particulates (PM10):
Maximum 24‐Hour National Measurement (ug/m3) 88.8 76.8 73.8
Days > NAAQS (150 ug/m3) 0 0 0
Days > CAAQS (50 ug/m3) 11 6 3
Annual Arithmetic Mean (AAM) (ug/m3) 35.3 37.2 30.1
Annual > NAAQS (50 ug/m3) No No No
Annual > CAAQS (20 ug/m3) Yes Yes Yes
Ultra‐Fine Particulates (PM2.5):
Maximum 24‐Hour California Measurement (ug/m3) 81.3 57.6 55.1
Days > NAAQS (35 ug/m3) 3 4 2
Annual Arithmetic Mean (AAM) (ug/m3) 11.3 12.7 12.0
Annual > NAAQS and CAAQS (12 ug/m3) No Yes Yes
Notes: Exceedances are listed in bold. CAAQS = California Ambient Air Quality Standard; NAAQS = National Ambient Air Quality Standard; ppm =
parts per million; ppb = parts per billion; ND = no data available.
1 Data obtained from the Fontana Station.
Source: http://www.arb.ca.gov/adam/
Ozone
During the last three years, the State 1‐hour concentration standard for ozone has been exceeded
between 38 and 56 days each year at the Fontana Station. The State 8‐hour ozone standard has been
exceeded between 71 and 91 days each year over the last three years at the Fontana Station. The Federal
8‐hour ozone standard has been exceeded between 67 and 89 days each year over the last three years at
the Fontana Station. Ozone is a secondary pollutant as it is not directly emitted. Ozone is the result of
chemical reactions between other pollutants, most importantly hydrocarbons and NO2, which occur only
in the presence of bright sunlight. Pollutants emitted from upwind cities react during transport downwind
to produce the oxidant concentrations experienced in the area. Many areas of Southern California
contribute to the ozone levels experienced at this monitoring station, with the more significant areas
being those directly upwind.
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Nitrogen Dioxide
The Fontana Station did not record an exceedance of either the Federal or State 1‐hour NO2 standards for
the last three years.
Particulate Matter
The State 24‐hour concentration standard for PM10 has been exceeded between 3 and 11 days each year
over the past three years at the Fontana Station. Over the past three years the Federal 24‐hour standard
for PM10 has not been exceeded at the Fontana Station. The annual PM10 concentration at the Fontana
Station has exceeded the State standard for the past three years and has not exceeded the Federal
standard for the past three years.
Over the past three years the federal 24‐hour concentration standard for PM2.5 has been exceeded
between 2 and 4 days each year over the past three years at the Fontana Station. The annual PM2.5
concentrations at the Fontana Station has exceeded the State and Federal standards in two of the past
three years. There does not appear to be a noticeable trend for PM10 or PM2.5 in either maximum
particulate concentrations or days of exceedances in the area. Particulate levels in the area are due to
natural sources, grading operations, and motor vehicles.
According to the EPA, some people are much more sensitive than others to breathing fine particles (PM10
and PM2.5). People with influenza, chronic respiratory and cardiovascular diseases, and the elderly may
suffer worsening illness and premature death due to breathing these fine particles. People with bronchitis
can expect aggravated symptoms from breathing in fine particles. Children may experience decline in
lung function due to breathing in PM10 and PM2.5. Other groups considered sensitive are smokers and
people who cannot breathe well through their noses. Exercising athletes are also considered sensitive,
because many breathe through their mouths during exercise.
7.4 Toxic Air Contaminant Levels in the Air Basin
In order to determine the Air Basin‐wide risks associated with major airborne carcinogens, the SCAQMD
conducted the Multiple Air Toxics Exposure Study (MATES) studies. According to the MATES V study
(SCAQMD, 2021), the project site has an estimated cancer risk of 520 per million persons chance of cancer
in the vicinity of the project site. In comparison, the average cancer risk for the Air Basin is 455 per million
persons. The MATES V study that monitored air toxins between May 1, 2018 to April 30, 2019 found that
cancer risk from air toxics has declined significantly in the Air Basin with a 40 percent decrease in cancer
risk since the monitoring for the MATES IV study that occurred between July 1, 2012 and June 30, 2013
and an 84 percent decrease in cancer risk since the monitoring for the MATES II study that occurred
between April 1, 1998 and March 31, 1999.
The MATES V study also analyzed impacts specific to the communities experiencing environmental
injustices (EJ communities) that were evaluated using the Senate Bill 535 definition of disadvantaged
communities, which found that between MATES IV and MATES V, the cancer risk from air toxics decreased
by 57 percent in EJ communities overall, compared to a 53 percent reduction in non‐EJ communities. In
order to provide a perspective of risk, it is often estimated that the incidence in cancer over a lifetime for
the U.S. population ranges around 1 in 3, or a risk of about 300,000 per million persons. The MATES‐III
study referenced a Harvard Report on Cancer Prevention, which estimated that of cancers associated with
known risk factors, about 30 percent were related to tobacco, about 30 percent were related to diet and
obesity, and about 2 percent were associated with environmental pollution related exposures that
includes hazardous air pollutants.
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8.0 MODELING PARAMETERS AND ASSUMPTIONS
8.1 CalEEMod Model Input Parameters
The criteria air pollution and GHG emissions impacts created by the proposed project have been analyzed
through use of CalEEMod Version 2020.4.0. CalEEMod is a computer model published by the SCAQMD
for estimating air pollutant emissions. The CalEEMod program uses the EMFAC2017 computer program
to calculate the emission rates specific for the South Coast Air Basin portion of San Bernardino County for
employee, vendor and haul truck vehicle trips and the OFFROAD2011 computer program to calculate
emission rates for heavy equipment operations. EMFAC2017 and OFFROAD2011 are computer programs
generated by CARB that calculates composite emission rates for vehicles. Emission rates are reported by
the program in grams per trip and grams per mile or grams per running hour.
The project characteristics in the CalEEMod model were set to a project location of the South Coast Air
Basin portion of San Bernardino County, a Climate Zone of 10, utility company of Southern California
Edison, and project opening year of 2025. In addition, the EMFAC off‐model adjustment factors for
gasoline light duty vehicle to account for the SAFE Vehicle rule was selected in the CalEEMod model run.
Land Use Parameters
The proposed project would consist of development of a 14,663 square foot fire station, a 4,193 square
foot training center, a 5,721 square foot six story training tower, and approximately 3.10 acres of paved
parking, outdoor storage and activity areas on an approximately 3.68 acre project area. The proposed
project’s land use parameters that were entered into the CalEEMod model are shown in Table G.
Table G – CalEEMod Land Use Parameters
Proposed Land Use Land Use Subtype in CalEEMod
Land Use
Size1
Lot
Acreage2
Building/Paving3
(square feet)
Fire Station No. 80 User Defined Commercial 14.663 TSF 0.20 14,663
Training Center Government Office Building 9.91 TSF 0.38 9,910
Paved Areas Parking Lot 3.1 AC 3.10 135,036
Notes:
1 TSF = Thousand Square Feet; AC = Acres
2 Lot acreage calculated based on the total disturbed area of 3.68‐acres.
3 Building/Paving square feet represent area where architectural coatings will be applied.
Construction Parameters
According to the project applicant, construction would be completed in two phases. Phase 1 of the
proposed project is expected to break ground in June 2024 and be completed by January 2025; with Phase
2 anticipated to begin in June 2027. In order to provide a worst‐case analysis, construction activities from
both phases were modeled as occurring at the same time, starting June 2024 and would be completed by
June 2025, which is based on the CalEEMod default timing for a project of this size. The construction‐
related GHG emissions were based on a 30‐year amortization rate as recommended in the SCAQMD GHG
Working Group meeting on November 19, 2009. The phases of construction activities that have been
analyzed are detailed below and include: 1) Site Preparation; 2) Grading, 3) Building construction, 4)
Paving; and 5) Application of architectural coatings.
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The CalEEMod model provides the selection of “mitigation” to account for project conditions that would
result in less emissions than a project without these conditions, however it should be noted that this
“mitigation” may represent regulatory requirements. This includes the required to adherence to SCAQMD
Rule 403, which requires that the Best Available Control Measures be utilized to reduce fugitive dust
emissions.
Site Preparation
The site preparation phase would consist of removing any vegetation, tree stumps, and stones onsite prior
to grading. The site preparation phase been modeled as starting in June 2024 and would be completed
in a week, which is based on the CalEEMod model default timing. The site preparation activities would
require 18 worker trips per day. The onsite equipment would consist of three rubber‐tired dozers, and
four of either tractors, loaders, or backhoes, which is based on the CalEEMod default equipment mix. The
mitigation of water all exposed areas three times per day was chosen in order to account for the fugitive
dust reduction that would occur through adhering to SCAQMD Rule 403, which requires that the Best
Available Control Measures be utilized to reduce fugitive dust emissions.
Grading
The grading phase was modeled as starting after completion of the site preparation phase and was
modeled as occurring over eight workdays, which is based on the CalEEMod default timing. It is
anticipated that the grading would likely be balanced, which would result in no dirt being imported or
exported from the project site. The onsite equipment would consist of one excavator, one grader, one
rubber‐tired dozer, and three of either tractors, loaders, or backhoes, which is based on the CalEEMod
default equipment mix. The grading activities would generate 15 worker trips per day. The mitigation of
water all exposed areas three times per day was chosen in order to account for the fugitive dust reduction
that would occur through adhering to SCAQMD Rule 403, which requires that the Best Available Control
Measures be utilized to reduce fugitive dust emissions.
Building Construction
The building construction would occur after the completion of the grading phase and was modeled as
occurring over 230 workdays (11 months), which is based on the CalEEMod default timing. The building
construction phase would generate 65 worker trips and 23 vendor trips per day. The onsite equipment
would consist of the simultaneous operation of one crane, three forklifts, one generator, one welder, and
three of either tractors, loaders, or backhoes, which is based on the CalEEMod default equipment mix.
Paving
The paving phase would consist of paving the onsite driveways, paved training area, and parking lots. The
paving phase would occur after the completion of the building construction phase and was modeled as
occurring over 18 workdays, which is based on the CalEEMod default timing. The paving phase would
generate 20 worker trips per day. The onsite equipment would consist of the simultaneous operation of
two cement and mortar mixers, one paver, two paving equipment, two rollers, and one of either a tractor,
loader, or backhoe, which is based on the CalEEMod default equipment mix.
Architectural Coating
The application of architectural coatings would occur after the completion of the paving phase and was
modeled as occurring over 18 workdays, which is based on the CalEEMod default timing. The
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architectural coating phase was modeled based on covering 36,860 square feet of non‐residential interior
area, 12,287 square feet of non‐residential exterior area, and 8,102 square feet of parking area. The
architectural coating phase would generate 13 worker trips per day. The onsite equipment would consist
of one air compressor, which is based on the CalEEMod default equipment mix
Operational Emissions Modeling
The operations‐related criteria air pollutant emissions and GHG emissions created by the proposed
project have been analyzed through use of the CalEEMod model. The proposed project was analyzed in
the CalEEMod model based on the land use parameters provided above and the parameters entered for
each operational emission source is described below
Mobile Sources
Mobile sources include emissions the additional vehicle miles generated from the proposed project. The
daily vehicle trip rates associated with the employees and guests from the proposed project have been
obtained from the Transportation Assessment for the City of Fontana’s Fire Station No. 80 and Training
Center (Traffic Analysis), prepared by David Evans and Associates, November 29, 2022, that found that
the Training Center would generate 18 average daily trips (ADT) per day and the fire station would also
generate 18 ADT per day. Since the Training Center would only operate five days per week, the weekday
trips for the Training Center were set to 18 ADT and the Saturday and Sunday trips were set to zero in
CalEEMod. The Fire Station land use was set to 18 ADT for every day of the week.
According to the project applicant, in addition to the automobile daily trips there would also be an average
of six times per day when emergency vehicles would leave the fire station, which would generate 12 trips
per day (leaving and returning to fire station). Since the Other Asphalt Surfaces land use in CalEEMod
does not have any trips associated with this land use, it was utilized to analyze the 12 ADT from emergency
vehicles, where 100 percent of the trips were set to primary trips as Commercial to Commercial trip type
and the fleet mix was changed to 100 percent Heavy‐Heavy Duty (HHD) Truck type. No other changes
were made to the default mobile source parameters in the CalEEMod model.
Area Sources
Area sources include emissions from consumer products, landscape equipment, and architectural
coatings. The area source emissions were based on the on‐going use of the proposed project in the
CalEEMod model. No changes were made to the default area source parameters in the CalEEMod model.
Energy Usage
Energy usage includes emissions from electricity and natural gas used onsite. Since the User Defined
Commercial land use that was utilized to model the proposed fire station in CalEEMod does not have any
default energy intensity factors associated with the use, the CalEEMod default energy intensity factors for
Government Office Building was entered into the CalEEMod model for this land use. No other changes
were made to the default energy usage parameters in the CalEEMod model.
Solid Waste
Waste includes the GHG emissions associated with the processing of waste from the proposed project as
well as the GHG emissions from the waste once it is interred into a landfill. Since the User Defined
Commercial land use that was utilized to model the proposed fire station in CalEEMod does not have any
default solid waste factors associated with the use, the CalEEMod default solid waste factors for
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Government Office Building was entered into the CalEEMod model for this land use. This resulted in the
proposed project generating 23 tons of solid waste per year. No other changes were made to the default
solid waste parameters in the CalEEMod model.
Water and Wastewater
Water includes the water used for the interior of the buildings as well as for landscaping and is based on
the GHG emissions associated with the energy used to transport and filter the water. Since the User
Defined Commercial land use that was utilized to model the proposed fire station in CalEEMod does not
have any default water usage rates associated with the use, the CalEEMod default water use rate for
Government Office Building was entered into the CalEEMod model for this land use. This resulted in the
proposed project consuming 4,880,489 gallons of indoor water use and 2,991,268 gallons of outdoor
water use per year. No other changes were made to the default water and wastewater parameters in the
CalEEMod model.
Backup Diesel Generator
The proposed project would include the installation of up to a 300 kW 467 horsepower backup diesel‐
powered generator. Backup generators typically cycle on for 30 minutes on a weekly basis in order to
keep the engine lubricated and ready to use in case of a power outage. The typical cycling of a backup
generator would operate for approximately 26 hours per year. The backup diesel generator was modeled
in CalEEMod based on a 467 horsepower engine, a 0.73 load factor, 0.5 hour per day, and 26 hours per
year.
Pyrotechnic Effects at Training Tower
During training exercises, propane props would be used for pyrotechnic effects within the proposed six
story training tower. It is anticipated that there will be approximately 100 exercises per year that would
utilize the pyrotechnic effects. The use of pyrotechnics are regulated under SCAQMD Rules 208 and 444
that require each pyrotechnic event to obtain a permit that will only be issued when favorable
atmospheric conditions exist. According to Notice of Exemption from the California Environmental Quality
Act Proposed Amended Rule 208 – Permit and Burn Authorization for Open Burning, and Proposed
Amended Rule 444 – Open Burning, prepared by SCAQMD October 31, 2008, any open burn where a
permit is obtained and all requirements from Rules 208 and 444 are met, the air emissions created from
the open burn is exempt from CEQA. As such, the criteria pollutant and GHG emissions created from the
pyrotechnic effects utilized in the training tower have not been quantified as part of this analysis.
8.2 Energy Use Calculations
The proposed project is anticipated to consume energy during both construction and operation of the
proposed project and the parameters utilized to calculate energy use from construction and operation of
the proposed project are detailed separately below.
Construction‐Related Energy Use
Construction of the proposed project is anticipated to use energy in the forms of petroleum fuel for both
off‐road equipment as well as from the transport of workers and materials to and from the project site
and the calculations for each source are described below.
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Off‐Road Construction Equipment
The off‐road construction equipment fuel usage was calculated through use of the CalEEMod model’s
default off‐road equipment assumptions detailed above in Section 8.1. For each piece of off‐road
equipment, the fuel usage was calculated through use of the 2017 Off‐road Diesel Emission Factors
spreadsheet, prepared by CARB (https://ww3.arb.ca.gov/msei/ordiesel.htm). The Spreadsheet provides
the following formula to calculate fuel usage from off‐road equipment:
Fuel Used = Load Factor x Horsepower x Total Operational Hours x BSFC / Unit Conversion
Where:
Load Factor ‐ Obtained from CalEEMod default values
Horsepower – Obtained from CalEEMod default values
Total Operational Hours – Calculated by multiplying CalEEMod default daily hours by CalEEMod
default number of working days for each phase of construction
BSFC – Brake Specific Fuel Consumption (pounds per horsepower‐hour) – If less than 100
Horsepower = 0.408, if greater than 100 Horsepower = 0.367
Unit Conversion – Converts pounds to gallons = 7.109
Table H shows the off‐road construction equipment fuel calculations based on the above formula. Table
H shows that the off‐road equipment utilized during construction of the proposed project would consume
33,925 gallons of diesel fuel.
Table H – Off‐Road Equipment and Fuel Consumption from Construction of the Proposed Project
Equipment Type
Equipment
Quantity
Horse‐
power
Load
Factor
Operating Hours
per Day
Total Operational
Hours1
Fuel Used
(gallons)
Site Preparation
Rubber Tired Dozers 3 247 0.40 8 120 612
Tractors/Loaders/Backhoes 4 97 0.37 8 160 330
Grading
Excavators 1 158 0.38 8 64 198
Grader 1 187 0.41 8 64 253
Rubber Tired Dozer 1 247 0.40 8 64 326
Tractors/Loaders/Backhoes 3 97 0.37 8 192 395
Building Construction
Crane 1 231 0.29 7 1,610 5,568
Forklifts 3 89 0.20 8 5,520 5,639
Generator Set 1 84 0.74 8 1,840 6,564
Tractors/Loaders/Backhoes 3 97 0.37 7 4,830 9,940
Welder 1 46 0.45 8 1,840 2,186
Paving
Cement and Mortar Mixers 2 9 0.56 6 216 62
Paver 1 130 0.42 8 144 406
Paving Equipment 2 132 0.36 6 216 530
Rollers 2 80 0.38 6 216 377
Tractors/Loaders/Backhoes 1 97 0.37 8 144 297
Architectural Coating
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Equipment Type
Equipment
Quantity
Horse‐
power
Load
Factor
Operating Hours
per Day
Total Operational
Hours1
Fuel Used
(gallons)
Air Compressor 1 78 0.48 6 108 232
Total Off‐Road Equipment Diesel Fuel Used during Construction (gallons) 33,925
Notes:
1 Based on: 5 days for Site Preparation, 8 days for Grading; 230 days for Building Construction; 18 days for Paving; and 18 days for Architectural
Coating.
Source: CalEEMod Version 2020.4.0 (see Appendix A); CARB, 2017.
On‐Road Construction‐Related Vehicle Trips
The on‐road construction‐related vehicle trips fuel usage was calculated through use of the construction
vehicle trip assumptions from the CalEEMod model run as detailed above in Section 8.1. The calculated
total construction miles was then divided by the fleet average for all of Southern California miles per gallon
rates for the year 2024 calculated through use of the EMFAC2017 model
(https://www.arb.ca.gov/emfac/2017/) and the EMFAC2017 model printouts are shown in Appendix B.
The worker trips were based on the entire fleet average miles per gallon rate for gasoline powered
vehicles and the vendor trips were based on the Heavy‐Heavy Duty Truck (HHDT), Medium Duty Vehicle
(MDV), and Medium Heavy‐Duty Vehicle (MHDV) fleet average miles per gallon rate for diesel‐powered
vehicles. Table I shows the on‐road construction vehicle trips modeled in CalEEMod and the fuel usage
calculations.
Table I – On‐Road Vehicle Trips and Fuel Consumption from Construction of the Proposed Project
Vehicle Trip Types/
Fuel Type Daily Trips
Trip Length
(miles)
Total Miles
per Day
Total Miles
per Phase1
Fleet Average
Miles per Gallon2
Fuel Used
(gallons)
Site Preparation
Worker (Gasoline) 18 14.7 265 1,323 27.5 48
Vendor Truck (Diesel) 6 6.9 41 207 8.8 23
Grading
Worker (Gasoline) 15 14.7 221 1,764 27.5 64
Vendor Truck (Diesel) 6 6.9 41 331 8.8 38
Building Construction
Worker (Gasoline) 65 14.7 956 219,765 27.5 7,999
Vendor Truck (Diesel) 26 6.9 179 41,262 8.8 4,673
Paving
Worker (Gasoline) 20 14.7 294 5,292 27.5 193
Architectural Coatings
Worker (Gasoline) 13 14.7 191 3,440 27.5 125
Total Gasoline Fuel Used from On‐Road Construction Vehicles (gallons) 8,429
Total Diesel Fuel Used from On‐Road Construction Vehicles (gallons) 4,734
Notes:
1 Based on: 5 days for Site Preparation, 8 days for Grading; 230 days for Building Construction; 18 days for Paving; and 18 days for Architectural
Coating.
2 From EMFAC 2017 model (see Appendix B). Worker Trips based on entire fleet of gasoline vehicles and Vendor Trips based on only truck
fleet of diesel vehicles.
Source: CalEEMod Version 2020.4.0; CARB, 2018.
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Table I shows that the on‐road construction‐related vehicle trips would consume 8,429 gallons of gasoline
and 4,734 gallons of diesel fuel. As detailed above, Table H shows that the off‐road construction
equipment would consume 33,925 gallons of diesel fuel. This would result in the total consumption of
8,429 gallons of gasoline and 38,659 gallons of diesel fuel from construction of the proposed project.
Operations‐Related Energy Use
The operation of the proposed project is anticipated to use energy in the forms of petroleum fuel,
electricity, natural gas, and propane, and the calculations for each source are described below.
Operational Petroleum Fuel
The on‐road operations‐related vehicle trips fuel usage was calculated through use of the total annual
vehicle miles traveled assumptions from the CalEEMod model run as detailed above in Section 8.1, which
found that operation of the proposed project would generate 72,797 vehicle miles traveled per year from
autos and would generate 36,682 vehicle miles traveled per year from diesel‐powered emergency
vehicles. The calculated total operational miles were then divided by the Southern California fleet average
rate of 27.5 miles per gallon of gasoline for automobiles and the fleet average rate of 8.8 miles per gallon
of diesel for trucks, which was calculated through use of the EMFAC2017 model and based on the year
2024. The EMFAC2017 model printouts are shown in Appendix B. Based on the above calculation
methodology, the operation of automobiles would consume 2,650 gallons of gasoline per year and from
emergency vehicles would consume 4,154 gallons of diesel per year.
Operation of the proposed project would also consume diesel fuel from the operation of the backup
generator. According to the Cat C9 Diesel Generator Sets 200 ekW – 300 ekW Data Sheet, a 300 ekW
generator consumes 11.5 gallons per hour with a 50 percent load. As detailed above in Section 8.1, the
typical maintenance cycling of the proposed diesel generator is anticipated to run 26 hours per year. This
would result in the consumption of 299 gallons of diesel per year.
Operational Electricity Use
The operations‐related electricity usage was calculated in the CalEEMod model run that depicts the
electricity use from each land use that are shown below in kilo‐watt hours (kWh) per year:
Parking Lot (onsite driveways, paved training area, and parking lots ) – 47,263 kWh/year
Government Office Building (Training Center) – 91,073 kWh/year
User Defined Commercial (Fire Station) – 134,753 kWh/year
Based on the above, it is anticipated that the proposed project would utilize 273,089 kWh per year of
electricity.
Operational Natural Gas Use
The operations‐related natural gas usage was calculated in the CalEEMod model run that depicts the
natural gas use from each land use that are shown below in kilo British Thermal Units (kBTU) per year:
Parking Lot (onsite driveways, paved training area, and parking lots ) – 0 kBTU/year
Government Office Building (Training Center) – 33,991 kBTU/year
User Defined Commercial (Fire Station) – 50,294 kBTU/year
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Based on the above, it is anticipated that the proposed project will use 84,285 kBTU per year, which is
equivalent to 84 mega‐British Thermal units (MBTU) per year of natural gas.
Operational Propane Use
During training exercises, propane props would be used for pyrotechnic effects within the proposed six
story training tower. It is anticipated that there will be approximately 100 exercises per year that would
utilize the pyrotechnic effects. The use of pyrotechnics are regulated under SCAQMD Rules 208 and 444
that require each pyrotechnic event to obtain a permit that will only be issued when favorable
atmospheric conditions exist. Rule 444 also provides specific rules for fire training exercises that limits
each training fire to no more than 30 minutes. Since it is unknown at this time the propane consumption
rates of the propane props that will be utilized in the training tower, a high BTU fire pit consumption rate
of 6 gallons per hour3 has been utilized to provide an estimate of the propane usage from each propane
prop in the training tower. Since the training tower will be six stories high, it is anticipated that there will
be a propane prop on each floor, or six total that will operate for the maximum allowed of 30 minutes per
event and 100 events per year. This would result in the consumption of 1,800 gallons of propane per year.
3 Obtained from: https://support.celestialfireglass.com/faqs/how‐long‐does‐a‐propane‐tank‐last‐on‐a‐fire‐pit/
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9.0 THRESHOLDS OF SIGNIFICANCE
9.1 Regional Air Quality
Many air quality impacts that derive from dispersed mobile sources, which are the dominate pollution
generators in the Air Basin, often occurs hours later and miles away after photochemical processes have
converted primary exhaust pollutants into secondary contaminants such as ozone. The incremental
regional air quality impact of an individual project is generally very small and difficult to measure.
Therefore, SCAQMD has developed significance thresholds based on the volume of pollution emitted
rather than on actual ambient air quality because the direct air quality impact of a project is not
quantifiable on a regional scale. The SCAQMD CEQA Handbook states that any project in the Air Basin
with daily emissions that exceed any of the identified significance thresholds should be considered as
having an individually and cumulatively significant air quality impact. For the purposes to this air quality
impact analysis, a regional air quality impact would be considered significant if emissions exceed the
SCAQMD significance thresholds identified in Table J.
Table J – SCAQMD Regional Criteria Pollutant Emission Thresholds of Significance
Pollutant Emissions (pounds/day)
VOC NOx CO SOx PM10 PM2.5 Lead
Construction 75 100 550 150 150 55 3
Operation 55 55 550 150 150 55 3
Source: http://www.aqmd.gov/docs/default‐source/ceqa/handbook/scaqmd‐air‐quality‐significance‐thresholds.pdf?sfvrsn=2
9.2 Local Air Quality
Project‐related construction air emissions may have the potential to exceed the State and Federal air
quality standards in the project vicinity, even though these pollutant emissions may not be significant
enough to create a regional impact to the Air Basin. In order to assess local air quality impacts the
SCAQMD has developed Localized Significant Thresholds (LSTs) to assess the project‐related air emissions
in the project vicinity. SCAQMD has also provided Final Localized Significance Threshold Methodology
(LST Methodology), July 2008, which details the methodology to analyze local air emission impacts. The
LST Methodology found that the primary emissions of concern are NO2, CO, PM10, and PM2.5.
The LST Methodology provides Look‐Up Tables with different thresholds based on the location and size of
the project site and distance to the nearest sensitive receptors. As detailed above in Section 7.3, the
project site is located in Air Monitoring Area 34, Central San Bernardino Valley, which covers the area
from Fontana to the base of the San Bernardino Mountains. The Look‐Up Tables provided in the LST
Methodology include project site acreage sizes of 1‐acre, 2‐acres and 5‐acres. Since the 3.68 acre area
that would be disturbed as part of the proposed project is between the 2‐acre and 5‐acre sizes, the 2‐acre
and 5‐acre thresholds were interpolated in order to develop the threshold for a 3.68‐acre project site.
The nearest sensitive receptors to the project site are homes located as near as 2,200 feet (670 meters)
to the east of the project site. In order to provide a conservative analysis, the 500 meter thresholds have
been utilized. Table K below shows the LSTs for NOx, CO, PM10 and PM2.5 for both construction and
operational activities.
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Table K – SCAQMD Local Air Quality Thresholds of Significance
Activity
Allowable Emissions (pounds/day)1
NOx CO PM10 PM2.5
Construction 737 25,755 218 113
Operation 737 25,755 53 27
Notes:
1 The nearest offsite sensitive receptors to the project site are homes located as near as 2,200 feet (670 meters) east of the project site. In order
to provide a conservative analysis the 500‐meter thresholds were utilized.
Source: Calculated from SCAQMD’s Mass Rate Look‐up Tables for two and five acres in Air Monitoring Area 34, Central San Bernardino Valley.
9.3 Toxic Air Contaminants
According to the SCAQMD CEQA Handbook, any project that has the potential to expose the public to
toxic air contaminants in excess of the following thresholds would be considered to have a significant air
quality impact:
If the Maximum Incremental Cancer Risk is 10 in one million or greater; or
Toxic air contaminants from the proposed project would result in a Hazard Index increase of 1 or
greater.
In order to determine if the proposed project may have a significant impact related to toxic air
contaminants (TACs), the Health Risk Assessment Guidance for analyzing Cancer Risks from Mobile Source
Diesel Idling Emissions for CEQA Air Quality Analysis, (Diesel Analysis) prepared by SCAQMD, August 2003,
recommends that if the proposed project is anticipated to create TACs through stationary sources or
regular operations of diesel trucks on the project site, then the proximity of the nearest receptors to the
source of the TAC and the toxicity of the HAP should be analyzed through a comprehensive facility‐wide
health risk assessment (HRA).
The comprehensive HRA for both construction and operation of the proposed project can be found below
in Section 10.4.
9.4 Odor Impacts
The SCAQMD CEQA Handbook states that an odor impact would occur if the proposed project creates an
odor nuisance pursuant to SCAQMD Rule 402, which states:
“A person shall not discharge from any source whatsoever such quantities of air contaminants or
other material which cause injury, detriment, nuisance, or annoyance to any considerable number
of persons to the public, or which endanger the comfort, repose, health or safety of any such
persons or the public, or which cause, or have a natural tendency to cause, injury or damage to
business or property.
The provisions of this rule shall not apply to odors emanating from agricultural operations
necessary for the growing of crops or the raising of fowl or animals.”
If the proposed project results in a violation of Rule 402 with regards to odor impacts, then the proposed
project would create a significant odor impact.
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9.5 Energy Conservation
The 2020 CEQA California Environmental Quality Act Statutes & Guidelines (2020 CEQA Guidelines) include
an Energy Section that analyzes the proposed project’s energy consumption in order to avoid or reduce
inefficient, wasteful or unnecessary consumption of energy. Appendix F of the 2020 CEQA Statute and
Guidelines, states the following:
The goal of conserving energy implies the wise and efficient use of energy. The means of achieving
this goal include:
(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.
Since the Energy Section was recently added, no state or local agencies have adopted specific criteria or
thresholds to be utilized in an energy impact analysis. However, Appendix F, Subsection II.C of the 2018
CEQA Guidelines provides the following criteria for determining significance.
1. The project’s energy requirements and its energy use efficiencies by amount and fuel type for
each stage of the project life cycle including construction, operation, maintenance and/or
removal. If appropriate, the energy intensiveness of materials may be discussed.
2. The effects of the project on local and regional energy supplies and on requirement for additional
capacity.
3. The effects of the project on peak and base period demands for electricity and other forms of
energy.
4. The degree to which the project complies with existing energy standards.
5. The effects of the project on energy resources.
6. The project’s projected transportation energy use requirements and its overall use of efficient
transportation alternatives.
If the proposed project creates inefficient, wasteful or unnecessary consumption of energy during
construction or operation activities or conflicts with a state or local plan for renewable energy or energy
efficiency, then the proposed project would create a significant energy impact.
9.6 Greenhouse Gas Emissions
The proposed project is located within the jurisdiction of the SCAQMD. In order to identify significance
criteria under CEQA for development projects, SCAQMD initiated a Working Group, which provided
detailed methodology for evaluating significance under CEQA. At the September 28, 2010 Working Group
meeting, the SCAQMD released its most current version of the draft GHG emissions thresholds, which
recommends a tiered approach that provides a quantitative annual threshold of 3,000 MTCO2e for all land
use projects. Although the SCAQMD provided substantial evidence supporting the use of the above
threshold, the SCAQMD Board has not yet considered or approved the Working Group’s thresholds.
It should be noted that SCAQMD’s Working Group’s thresholds were prepared prior to the issuance of
Executive Order B‐30‐15 on April 29, 2015 that provided a reduction goal of 40 percent below 1990 levels
by 2030. This target was codified into statute through passage of AB 197 and SB 32 in September 2016.
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However it should be noted that the California Supreme Court’s ruling on Cleveland National Forest
Foundation v. San Diego Association of Governments (Cleveland v. SANDAG), Filed July 13, 2017 stated:
SANDAG did not abuse its discretion in declining to adopt the 2050 goal as a measure of
significance in light of the fact that the Executive Order does not specify any plan or
implementation measures to achieve its goal. In its response to comments, the EIR said: “It is
uncertain what role regional land use and transportation strategies can or should play in achieving
the EO’s 2050 emissions reduction target. A recent California Energy Commission report
concludes, however, that the primary strategies to achieve this target should be major
‘decarbonization’ of electricity supplies and fuels, and major improvements in energy efficiency
[citation].
Although, the above court case was referencing California’s GHG emission targets for the year 2050, at
this time it is also unclear what role land use strategies can or should play in achieving the AB 197 and SB
32 reduction goal of 40 percent below 1990 levels by 2030. As such this analysis has relied on the SCAQMD
Working Group’s recommended thresholds. Therefore, the proposed project would be considered to
create a significant cumulative GHG impact if the proposed project would exceed the annual threshold of
3,000 MTCO2e.
The GHG emissions analysis for both construction and operation of the proposed project can be found
below in Sections 10.8 and 10.9.
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10.0 IMPACT ANALYSIS
10.1 CEQA Thresholds of Significance
Consistent with CEQA and the State CEQA Guidelines, a significant impact related to air quality, energy,
and GHG emissions would occur if the proposed project is determined to:
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
region is in non‐attainment under an applicable federal or state ambient air quality standard;
Expose sensitive receptors to substantial pollutant concentrations;
Result in other emissions (such as those leading to odors) adversely affecting a substantial number
of people;
Result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary
consumption of energy resources, during project construction or operation;
Conflict with or obstruct a state or local plan for renewable energy;
Generate GHG emissions, either directly or indirectly, that may have a significant impact on the
environment; or
Conflict with any applicable plan, policy or regulation of an agency adopted for the purpose of
reducing the emissions of GHGs.
10.2 Air Quality Compliance
The proposed project would not conflict with or obstruct implementation of the SCAQMD Air Quality
Management Plan (AQMP). The following section discusses the proposed project’s consistency with the
SCAQMD AQMP.
SCAQMD Air Quality Management Plan
The California Environmental Quality Act (CEQA) requires a discussion of any inconsistencies between a
proposed project and applicable General Plans and regional plans (CEQA Guidelines Section 15125). The
regional plan that applies to the proposed project includes the SCAQMD AQMP. Therefore, this section
discusses any potential inconsistencies of the proposed project with the AQMP.
The purpose of this discussion is to set forth the issues regarding consistency with the assumptions and
objectives of the AQMP and discuss whether the proposed project would interfere with the region’s ability
to comply with Federal and State air quality standards. If the decision‐makers determine that the
proposed project is inconsistent, the lead agency may consider project modifications or inclusion of
mitigation to eliminate the inconsistency.
The SCAQMD CEQA Handbook states that "New or amended GP Elements (including land use zoning and
density amendments), Specific Plans, and significant projects must be analyzed for consistency with the
AQMP." Strict consistency with all aspects of the plan is usually not required. A proposed project should
be considered to be consistent with the AQMP if it furthers one or more policies and does not obstruct
other policies. The SCAQMD CEQA Handbook identifies two key indicators of consistency:
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(1) Whether the project will result in an increase in the frequency or severity of existing air quality
violations or cause or contribute to new violations, or delay timely attainment of air quality
standards or the interim emission reductions specified in the AQMP.
(2) Whether the project will exceed the assumptions in the AQMP or increments based on the year
of project buildout and phase.
Both of these criteria are evaluated in the following sections.
Criterion 1 ‐ Increase in the Frequency or Severity of Violations?
Based on the air quality modeling analysis contained in this report, short‐term regional construction air
emissions would not result in significant impacts based on SCAQMD regional thresholds of significance
discussed above in Section 9.1 or local thresholds of significance discussed above in Section 9.2. The
ongoing operation of the proposed project would generate air pollutant emissions that are
inconsequential on a regional basis and would not result in significant impacts based on SCAQMD
thresholds of significance discussed above in Section 9.1. The analysis for long‐term local air quality
impacts showed that local pollutant concentrations would not exceed the air quality standards.
Therefore, a less than significant long‐term impact would occur and no mitigation would be required.
Therefore, based on the information provided above, the proposed project would be consistent with the
first criterion.
Criterion 2 ‐ Exceed Assumptions in the AQMP?
Consistency with the AQMP assumptions is determined by performing an analysis of the proposed project
with the assumptions in the 2016 AQMP, which is the most current adopted AQMP. The emphasis of this
criterion is to ensure that the analyses conducted for the proposed project are based on the same
forecasts as the AQMP. The 2016 AQMP was developed through use of the planning forecasts provided
in the2016 RTP/SCS and 2015 FTIP. The 2016 RTP/SCS is a major planning document for the regional
transportation and land use network within Southern California. The 2016 RTP/SCS is a long‐range plan
that is required by federal and state requirements placed on SCAG and is updated every four years. The
2015 FTIP provides long‐range planning for future transportation improvement projects that are
constructed with state and/or federal funds within Southern California. Local governments are required
to use these plans as the basis of their plans for the purpose of consistency with applicable regional plans
under CEQA. For this project, the City of Fontana Land Use Plan and more specifically the Westgate
Specific Plan Land Use Plan defines the assumptions that are represented in AQMP.
The project site is located within the Westgate Specific Plan Area and is designated as Mixed Use – 1(MU‐
1) in the Specific Plan. The MU‐1 designation provides for a broad range of business, commercial retail,
medical, educational, entertainment, commercial services, and other complementary uses including the
proposed Project. As such, the proposed project is consistent with the current land use designation with
respect to the regional forecasts utilized by the AQMPs. Therefore, the proposed project is not anticipated
to exceed the AQMP assumptions for the project site and is found to be consistent with the AQMP for the
second criterion.
Based on the above, the proposed project will not result in an inconsistency with the SCAQMD AQMP.
Therefore, a less than significant impact will occur in relation to implementation of the AQMP.
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Level of Significance
Less than significant impact.
10.3 Cumulative Net Increase in Non‐Attainment Pollution
The proposed project would not result in a cumulatively considerable net increase of any criteria pollutant
for which the project region is non‐attainment under an applicable Federal or State ambient air quality
standard.
The SCAQMD has published a report on how to address cumulative impacts from air pollution: White
Paper on Potential Control Strategies to Address Cumulative Impacts from Air Pollution
(http://www.aqmd.gov/docs/default‐source/Agendas/Environmental‐Justice/cumulative‐impacts‐
working‐group/cumulative‐impacts‐white‐paper.pdf). In this report the AQMD clearly states (Page D‐3):
“…the AQMD uses the same significance thresholds for project specific and cumulative impacts for
all environmental topics analyzed in an Environmental Assessment or Environmental Impact Report
(EIR). The only case where the significance thresholds for project specific and cumulative impacts
differ is the Hazard Index (HI) significance threshold for TAC emissions. The project specific (project
increment) significance threshold is HI > 1.0 while the cumulative (facility‐ wide) is HI > 3.0. It should
be noted that the HI is only one of three TAC emission significance thresholds considered (when
applicable) in a CEQA analysis. The other two are the maximum individual cancer risk (MICR) and the
cancer burden, both of which use the same significance thresholds (MICR of 10 in 1 million and cancer
burden of 0.5) for project specific and cumulative impacts. Projects that exceed the project‐specific
significance thresholds are considered by the SCAQMD to be cumulatively considerable. This is the
reason project‐specific and cumulative significance thresholds are the same. Conversely, projects
that do not exceed the project‐specific thresholds are generally not considered to be cumulatively
significant.”
Therefore, this analysis assumes that individual projects that do not generate operational or construction
emissions that exceed the SCAQMD’s recommended daily thresholds for project‐ specific impacts would
also not cause a cumulatively considerable increase in emissions for those pollutants for which the Air
Basin is in nonattainment, and, therefore, would not be considered to have a significant, adverse air
quality impact. Alternatively, individual project‐related construction and operational emissions that
exceed SCAQMD thresholds for project‐specific impacts would be considered cumulatively considerable.
The following section calculates the potential air emissions associated with the construction and
operations of the proposed project and compares the emissions to the SCAQMD standards.
Construction Emissions
The construction activities for the proposed project are anticipated to include site preparation and grading
of approximately 3.68 acres, building construction of the proposed training center and fire station, paving
of onsite driveways, paved training area, and parking lots, and application of architectural coatings.
According to the project applicant, construction would be completed in two phases. Phase 1 of the
proposed project is expected to break ground in June 2024 and be completed by January 2025; with Phase
2 anticipated to begin in June 2027. In order to provide a worst‐case analysis, construction activities from
both phases were modeled as occurring at the same time, starting June 2024 and would be completed by
June 2025. The construction emissions have been analyzed for both regional and local air quality impacts.
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Construction‐Related Regional Impacts
The CalEEMod model has been utilized to calculate the construction‐related regional emissions from the
proposed project and the input parameters utilized in this analysis have been detailed in Section 7.1. The
worst‐case summer or winter daily construction‐related criteria pollutant emissions from the proposed
project for each phase of construction activities are shown below in Table L and the CalEEMod daily
printouts are shown in Appendix A.
Table L – Construction‐Related Regional Criteria Pollutant Emissions
Pollutant Emissions (pounds/day)
Activity VOC NOx CO SO2 PM10 PM2.5
Site Preparation1
Onsite2 2.66 27.18 18.34 0.04 8.90 5.07
Offsite3 0.07 0.26 0.72 <0.01 0.24 0.07
Total 2.73 27.44 19.05 0.04 9.14 5.14
Grading1
Onsite2 1.66 17.03 14.76 0.03 3.49 2.00
Offsite3 0.06 0.26 0.61 <0.01 0.21 0.06
Total 1.72 17.29 15.37 0.03 3.69 2.06
Building Construction
Onsite2 1.47 13.44 16.17 0.03 0.61 0.58
Offsite3 0.27 1.11 2.68 0.01 0.90 0.25
Total 1.74 14.56 18.85 0.04 1.52 0.83
Paving
Onsite 1.27 7.53 12.18 0.02 0.35 0.33
Offsite 0.07 0.04 0.65 <0.01 0.22 0.06
Total 1.34 7.57 12.83 0.02 0.58 0.39
Architectural Coatings
Onsite 14.91 1.15 1.81 <0.01 0.06 0.06
Offsite 0.04 0.03 0.42 <0.01 0.15 0.04
Total 14.96 1.17 2.23 <0.01 0.21 0.10
Maximum Daily Construction Emissions 14.96 27.44 19.05 0.04 9.14 5.14
SCQAMD Thresholds 75 100 550 150 150 55
Exceeds Threshold? No No No No No No
Notes:
1 Site Preparation and Grading based on adherence to fugitive dust suppression requirements from SCAQMD Rule 403.
2 Onsite emissions from equipment not operated on public roads.
3 Offsite emissions from vehicles operating on public roads.
Source: CalEEMod Version 2020.4.0.
Table L shows that none of the analyzed criteria pollutants would exceed the regional emissions
thresholds during either site preparation, grading, building construction, paving, or architectural coatings
phases. Therefore, a less than significant regional air quality impact would occur from construction of the
proposed project.
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Construction‐Related Local Impacts
Construction‐related air emissions may have the potential to exceed the State and Federal air quality
standards in the project vicinity, even though these pollutant emissions may not be significant enough to
create a regional impact to the Air Basin.
The local air quality emissions from construction were analyzed through utilizing the methodology
described in Localized Significance Threshold Methodology (LST Methodology), prepared by SCAQMD,
revised October 2009. The LST Methodology found the primary criteria pollutant emissions of concern
are NOx, CO, PM10, and PM2.5. In order to determine if any of these pollutants require a detailed analysis
of the local air quality impacts, each phase of construction was screened using the SCAQMD’s Mass Rate
LST Look‐up Tables. The Look‐up Tables were developed by the SCAQMD in order to readily determine if
the daily onsite emissions of CO, NOx, PM10, and PM2.5 from the proposed project could result in a
significant impact to the local air quality. Table M shows the onsite emissions from the CalEEMod model
for the different construction phases and the calculated localized emissions thresholds that have been
detailed above in Section 9.2.
Table M – Construction‐Related Local Criteria Pollutant Emissions
Pollutant Emissions (pounds/day)1
Construction Phase NOx CO PM10 PM2.5
Site Preparation2 27.21 18.42 8.93 5.08
Grading2 17.06 14.84 3.51 2.01
Building Construction 13.58 16.50 0.73 0.61
Paving 7.54 12.26 0.38 0.33
Architectural Coatings 1.15 1.86 0.07 0.06
Maximum Daily Construction Emissions 27.21 18.42 8.93 5.08
SCAQMD Local Construction Thresholds3 737 25,755 218 113
Exceeds Threshold? No No No No
Notes:
1 The Pollutant Emissions include 100% of the On‐Site emissions (off‐road equipment and fugitive dust) and 1/8 of the Off‐Site emissions (on
road trucks and worker vehicles), in order to account for the on‐road emissions that occur within a ¼ mile of the project site
2 Site Preparation and Grading phases based on adherence to fugitive dust suppression requirements from SCAQMD Rule 403.
3 The nearest offsite sensitive receptors to the project site are homes located as near as 2,200 feet (670 meters) east of the project site. In
order to provide a conservative analysis the 500‐meter thresholds were utilized.
Source: Calculated from SCAQMD’s Mass Rate Look‐up Tables for two and five acres in Air Monitoring Area 34, Central San Bernardino Valley.
The data provided in Table M shows that none of the analyzed criteria pollutants would exceed the local
emissions thresholds during either site preparation, grading, building construction, paving or architectural
coatings phases. Therefore, a less than significant local air quality impact would occur from construction
of the proposed project.
Operational Emissions
The ongoing operation of the proposed project would result in a long‐term increase in air quality
emissions. This increase would be due to emissions from the project‐generated vehicle trips, emissions
from energy usage, onsite area source emissions, and backup generator emissions created from the on‐
going use of the proposed project. The following section provides an analysis of potential long‐term air
quality impacts due to regional air quality and local air quality impacts with the on‐going operations of
the proposed project.
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Operations‐Related Regional Criteria Pollutant Analysis
The operations‐related regional criteria air quality impacts created by the proposed project have been
analyzed through use of the CalEEMod model and the input parameters utilized in this analysis have been
detailed in Section 7.1. The worst‐case summer or winter VOC, NOx, CO, SO2, PM10, and PM2.5 daily
emissions created from the proposed project’s long‐term operations have been calculated and are
summarized below in Table N and the CalEEMod daily emissions printouts are shown in Appendix A.
Table N – Operational Regional Criteria Pollutant Emissions
Pollutant Emissions (pounds/day)
Activity VOC NOx CO SO2 PM10 PM2.5
Area Sources1 0.61 <0.01 <0.01 0.00 <0.01 <0.01
Energy Usage2 <0.01 0.02 0.02 <0.01 <0.01 <0.01
Mobile Sources3 0.12 0.84 1.11 <0.01 0.27 0.08
Backup Generator4 0.38 1.07 0.98 <0.01 0.06 0.06
Total Emissions 1.11 1.94 2.11 <0.01 0.33 0.14
SCQAMD Operational Thresholds 55 55 550 150 150 55
Exceeds Threshold? No No No No No No
Notes:
1 Area sources consist of emissions from consumer products, architectural coatings, and landscaping equipment.
2 Energy usage consist of emissions from electricity and natural gas usage.
3 Mobile sources consist of emissions from vehicles and road dust.
4 Backup Generator based on a 300 ekW (467 Horsepower) diesel generator that has a cycling schedule of 30 minutes per week.
Source: Calculated from CalEEMod Version 2020.4.0.
The data provided in Table N shows that none of the analyzed criteria pollutants would exceed the
regional emissions thresholds. Therefore, a less than significant regional air quality impact would occur
from operation of the proposed project.
Friant Ranch Case
The operations‐related regional criteria air quality impacts In Sierra Club v. County of Fresno (2018) 6
Cal.5th 502 (also referred to as “Friant Ranch”), the California Supreme Court held that when an EIR
concluded that when a project would have significant impacts to air quality impacts, an EIR should “make
a reasonable effort to substantively connect a project’s air quality impacts to likely health consequences.”
In order to determine compliance with this Case, the Court developed a multi‐part test that includes the
following:
1) The air quality discussion shall describe the specific health risks created from each criteria
pollutant, including diesel particulate matter.
This Analysis details the specific health risks created from each criteria pollutant above in Section 4.1 and
specifically in Table B. In addition, the specific health risks created from diesel particulate matter is
detailed above in Section 2.2 of this analysis. As such, this analysis meets the part 1 requirements of the
Friant Ranch Case.
2) The analysis shall identify the magnitude of the health risks created from the Project. The Ruling
details how to identify the magnitude of the health risks. Specifically, on page 24 of the ruling it
states “The Court of Appeal identified several ways in which the EIR could have framed the
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analysis so as to adequately inform the public and decision makers of possible adverse health
effects. The County could have, for example, identified the Project’s impact on the days of
nonattainment per year.”
The Friant Ranch Case found that an EIR's air quality analysis must meaningfully connect the identified air
quality impacts to the human health consequences of those impacts, or meaningfully explain why that
analysis cannot be provided. As noted in the Brief of Amicus Curiae by the SCAQMD in the Friant Ranch
case (https://www.courts.ca.gov/documents/9‐s219783‐ac‐south‐coast‐air‐quality‐mgt‐dist‐041315.pdf)
(Brief), SCAQMD has among the most sophisticated air quality modeling and health impact evaluation
capability of any of the air districts in the State, and thus it is uniquely situated to express an opinion on
how lead agencies should correlate air quality impacts with specific health outcomes. The SCAQMD
discusses that it may be infeasible to quantify health risks caused by projects similar to the proposed
Project, due to many factors. It is necessary to have data regarding the sources and types of air toxic
contaminants, location of emission points, velocity of emissions, the meteorology and topography of the
area, and the location of receptors (worker and residence). The Brief states that it may not be feasible
to perform a health risk assessment for airborne toxics that will be emitted by a generic industrial building
that was built on "speculation" (i.e., without knowing the future tenant(s)). Even where a health risk
assessment can be prepared, however, the resulting maximum health risk value is only a calculation of
risk, it does not necessarily mean anyone will contract cancer as a result of the Project. The Brief also cites
the author of the CARB methodology, which reported that a PM2.5 methodology is not suited for small
projects and may yield unreliable results. Similarly, SCAQMD staff does not currently know of a way to
accurately quantify ozone‐related health impacts caused by NOX or VOC emissions from relatively small
projects, due to photochemistry and regional model limitations. The Brief concludes, with respect to the
Friant Ranch EIR, that although it may have been technically possible to plug the data into a methodology,
the results would not have been reliable or meaningful.
On the other hand, for extremely large regional projects (unlike the proposed project), the SCAQMD states
that it has been able to correlate potential health outcomes for very large emissions sources – as part of
their rulemaking activity, specifically 6,620 pounds per day of NOx and 89,180 pounds per day of VOC
were expected to result in approximately 20 premature deaths per year and 89,947 school absences due
to ozone. As shown above in Table L, project‐related construction activities would generate a maximum
of 14.96 pounds per day of VOC and 27.44 pounds per day of NOx and as shown above in Table N,
operation of the proposed project would generate 1.11 pounds per day of VOC and 1.94 pounds per day
NOx. The proposed project would not generate anywhere near these levels of 6,620 pounds per day of
NOx or 89,190 pounds per day of VOC emissions. Therefore, the proposed project’s emissions are not
sufficiently high enough to use a regional modeling program to correlate health effects on a basin‐wide
level.
Notwithstanding, this analysis does evaluate the proposed project’s localized impact to air quality for
emissions of CO, NOX, PM10, and PM2.5 by comparing the proposed project’s onsite emissions to the
SCAQMD’s applicable LST thresholds. As evaluated in this analysis, the proposed project would not result
in emissions that exceeded the SCAQMD’s LSTs. Therefore, the proposed project would not be expected
to exceed the most stringent applicable federal or state ambient air quality standards for emissions of CO,
NOX, PM10, and PM2.5.
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Operations‐Related Local Air Quality Impacts
Project‐related air emissions may have the potential to exceed the State and Federal air quality standards
in the project vicinity, even though these pollutant emissions may not be significant enough to create a
regional impact to the Air Basin. The proposed project has been analyzed for the potential local CO
emission impacts from the project‐generated vehicular trips and from the potential local air quality
impacts from on‐site operations.
Local CO Hotspot Impacts from Project‐Generated Vehicular Trips
CO is the pollutant of major concern along roadways because the most notable source of CO is motor
vehicles. For this reason, CO concentrations are usually indicative of the local air quality generated by a
roadway network and are used as an indicator of potential local air quality impacts. Local air quality
impacts can be assessed by comparing future without and with project CO levels to the State and Federal
CO standards of 20 ppm over one hour or 9 ppm over eight hours.
At the time of the 1993 Handbook, the Air Basin was designated nonattainment under the CAAQS and
NAAQS for CO. With the turnover of older vehicles, introduction of cleaner fuels, and implementation of
control technology on industrial facilities, CO concentrations in the Air Basin and in the state have steadily
declined. In 2007, the Air Basin was designated in attainment for CO under both the CAAQS and NAAQS.
SCAQMD conducted a CO hot spot analysis for attainment at the busiest intersections in Los Angeles
during the peak morning and afternoon periods and did not predict a violation of CO standards4. Since
the nearby intersections to the proposed project are much smaller with less traffic than what was analyzed
by the SCAQMD, no local CO Hotspot are anticipated to be created from the proposed project and no CO
Hotspot modeling was performed. Therefore, a less than significant long‐term air quality impact is
anticipated to local air quality with the on‐going use of the proposed project.
Local Criteria Pollutant Impacts from Onsite Operations
Project‐related air emissions from onsite sources such as architectural coatings, landscaping equipment,
and onsite usage of natural gas appliances may have the potential to create emissions areas that exceed
the State and Federal air quality standards in the project vicinity, even though these pollutant emissions
may not be significant enough to create a regional impact to the Air Basin.
The local air quality emissions from onsite operations were analyzed using the SCAQMD’s Mass Rate LST
Look‐up Tables and the methodology described in LST Methodology. The Look‐up Tables were developed
by the SCAQMD in order to readily determine if the daily emissions of CO, NOx, PM10, and PM2.5 from
the proposed project could result in a significant impact to the local air quality. Table N shows the onsite
emissions from the CalEEMod model that includes area sources, energy usage, backup generator, and
vehicles operating in the immediate vicinity of the project site and the calculated emissions thresholds.
4 The four intersections analyzed by the SCAQMD were: Long Beach Boulevard and Imperial Highway; Wilshire
Boulevard and Veteran Avenue; Sunset Boulevard and Highland Avenue; and La Cienega Boulevard and Century
Boulevard. The busiest intersection evaluated (Wilshire and Veteran) had a daily traffic volume of approximately
100,000 vehicles per day with LOS E in the morning and LOS F in the evening peak hour.
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Table O – Operations‐Related Local Criteria Pollutant Emissions
Pollutant Emissions (pounds/day)
Onsite Emission Source NOx CO PM10 PM2.5
Area Sources <0.01 <0.01 <0.01 <0.01
Energy Usage 0.02 0.02 <0.01 <0.01
Mobile Sources1 0.11 0.14 0.03 0.01
Backup Generator2 1.07 0.98 0.06 0.06
Total Emissions 1.20 1.14 0.09 0.07
SCAQMD Local Operational Thresholds3 737 25,755 53 27
Exceeds Threshold? No No No No
Notes:
1 Mobile sources based on 1/8 of the gross vehicular emissions, which are the estimated portion of vehicle emissions occurring within a quarter
mile of the project site.
2 Backup Generator based on a 300 ekW (467 Horsepower) diesel generator that has a cycling schedule of 30 minutes per week.
3 The nearest offsite sensitive receptors to the project site are homes located as near as 2,200 feet (670 meters) east of the project site. In
order to provide a conservative analysis the 500‐meter thresholds were utilized.
Source: Calculated from SCAQMD’s Mass Rate Look‐up Tables for two and five acres in Air Monitoring Area 34, Central San Bernardino Valley.
The data provided in Table N shows that the on‐going operations of the proposed project would not
exceed the local NOx, CO, PM10 and PM2.5 thresholds of significance discussed above in Section 8.2.
Therefore, the on‐going operations of the proposed project would create a less than significant
operations‐related impact to local air quality due to onsite emissions and no mitigation would be required.
Therefore, the proposed project would not result in a cumulatively considerable net increase of any
criteria pollutant.
Level of Significance
Less than significant impact.
10.4 Sensitive Receptors
The proposed project would not expose sensitive receptors to substantial pollutant concentrations. The
local concentrations of criteria pollutant emissions produced in the nearby vicinity of the proposed
project, which may expose sensitive receptors to substantial concentrations have been calculated above
in Section 9.3 for both construction and operations, which are discussed separately below. The discussion
below also includes an analysis of the potential impacts from local criteria pollutant and toxic air
contaminant emissions.
Construction‐Related Sensitive Receptor Impacts
Construction activities may expose sensitive receptors to substantial pollutant concentrations of localized
criteria pollutant concentrations and from toxic air contaminant emissions created from onsite
construction equipment, which are described below.
Local Criteria Pollutant Impacts from Construction
The local air quality impacts from construction of the proposed project have been analyzed above in
Section 10.3 and found that the construction of the proposed project would not exceed the local NOx, CO,
PM10 and PM2.5 thresholds of significance discussed above in Section 9.2. Therefore, construction of the
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proposed project would create a less than significant construction‐related impact to local air quality and
no mitigation would be required.
Toxic Air Contaminants Impacts from Construction
The greatest potential for toxic air contaminant emissions would be related to diesel particulate matter
(DPM) emissions associated with heavy equipment operations during construction of the proposed
project. According to SCAQMD methodology, health effects from carcinogenic air toxics are usually
described in terms of “individual cancer risk”. “Individual Cancer Risk” is the likelihood that a person
exposed to concentrations of toxic air contaminants over a 70‐year lifetime will contract cancer, based on
the use of standard risk‐assessment methodology. It should be noted that the most current cancer risk
assessment methodology recommends analyzing a 30 year exposure period for the nearby sensitive
receptors (OEHHA, 2015).
Given the relatively limited number of heavy‐duty construction equipment, the varying distances that
construction equipment would operate to the nearby sensitive receptors, and the short‐term construction
schedule, the proposed project would not result in a long‐term (i.e., 30 or 70 years) substantial source of
toxic air contaminant emissions and corresponding individual cancer risk. In addition, California Code of
Regulations Title 13, Article 4.8, Chapter 9, Section 2449 regulates emissions from off‐road diesel
equipment in California. This regulation limits idling of equipment to no more than five minutes, requires
equipment operators to label each piece of equipment and provide annual reports to CARB of their fleet’s
usage and emissions. This regulation also requires systematic upgrading of the emission Tier level of each
fleet, and currently no commercial operator is allowed to purchase Tier 0 or Tier 1 equipment and by
January 2023 no commercial operator is allowed to purchase Tier 2 equipment. In addition to the
purchase restrictions, equipment operators need to meet fleet average emissions targets that become
more stringent each year between years 2014 and 2023. Therefore, due to the limitations in off‐road
construction equipment DPM emissions from implementation of Section 2448, a less than significant
short‐term TAC impacts would occur during construction of the proposed project from DPM emissions.
As such, construction of the proposed project would result in a less than significant exposure of sensitive
receptors to substantial pollutant concentrations.
Operations‐Related Sensitive Receptor Impacts
The on‐going operations of the proposed project may expose sensitive receptors to substantial pollutant
concentrations of local CO emission impacts from the project‐generated vehicular trips and from the
potential local air quality impacts from onsite operations. The following analyzes Local criteria pollutant
impacts from onsite operations, and toxic air contaminant impacts.
Local CO Hotspot Impacts from Project‐Generated Vehicle Trips
CO is the pollutant of major concern along roadways because the most notable source of CO is motor
vehicles. For this reason, CO concentrations are usually indicative of the local air quality generated by a
roadway network and are used as an indicator of potential impacts to sensitive receptors. The analysis
provided above in Section 9.3 shows that no local CO Hotspots are anticipated to be created at any nearby
intersections from the vehicle traffic generated by the proposed project. Therefore, operation of the
proposed project would result in a less than significant exposure of offsite sensitive receptors to
substantial pollutant concentrations.
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Local Criteria Pollutant Impacts from Onsite Operations
The local air quality impacts from the operation of the proposed project would occur from onsite sources
such as architectural coatings, landscaping equipment, onsite usage of natural gas appliances, backup
generator and from vehicles operating onsite and immediate vicinity of the project site. The analysis
provided above in Section 10.3 found that the operation of the proposed project would not exceed the
local NOx, CO, PM10 and PM2.5 thresholds of significance discussed above in Section 9.2. Therefore, the
on‐going operations of the proposed project would create a less than significant operations‐related
impact to local air quality due to on‐site emissions and no mitigation would be required.
Operations‐Related Toxic Air Contaminant Impacts
Particulate matter (PM) from diesel exhaust is the predominant TAC in most areas and according to The
California Almanac of Emissions and Air Quality 2013 Edition, prepared by CARB, about 80 percent of the
outdoor TAC cancer risk is from diesel exhaust. Some chemicals in diesel exhaust, such as benzene and
formaldehyde have been listed as carcinogens by State Proposition 65 and the Federal Hazardous Air
Pollutants program. Due to the nominal number of diesel truck trips that are anticipated to be generated
by the proposed project, a less than significant TAC impact would occur during the on‐going operations of
the proposed project and no mitigation would be required.
Operation of the proposed project would create TAC emissions from operation of up to a 300 kilowatt
(467 horsepower) backup diesel generator equipped with a diesel particulate filter (DPF) that will limit
DPM created from the backup generator. Backup generators typically cycle on for 30 minutes on a weekly
basis in order to keep the engine lubricated and ready to use in case of a power outage. The typical cycling
of a backup generator would operate for approximately 26 hours per year. SCAQMD Rule 1110.2 exempts
emergency standby generators that operate less than 200 hours per year from obtaining an air permit.
The SCAQMD has developed the operating hour exemption limits based on levels that were determined
to result in the generation of inconsequential emissions from backup generators. As such, the cancer risk
created from the backup generator’s TAC emissions to the nearby sensitive receptors is anticipated to be
negligible. Therefore, through adherence to the backup generator operating time limits detailed in Rule
1110.2, less than significant long‐term toxic air contaminant impacts would occur during operation of the
Proposed Project
Therefore, operation of the proposed project would result in a less than significant exposure of sensitive
receptors to substantial pollutant concentrations.
Level of Significance
Less than significant impact.
10.5 Odor Emissions
The proposed project would not result in other emissions, such as those leading to odors that would
adversely affect a substantial number of people. The local concentrations of criteria pollutant emissions,
and TAC emissions that may adversely impact a substantial number of people have been analyzed above
in Section 10.4 for both construction and operations, which found that these types of emissions would
create less than significant impacts. As such, the following analysis is limited to odors that would have
the potential to adversely affect a substantial number of people.
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Individual responses to odors are highly variable and can result in a variety of effects. Generally, the
impact of an odor results from a variety of factors such as frequency, duration, offensiveness, location,
and sensory perception. The frequency is a measure of how often an individual is exposed to an odor in
the ambient environment. The intensity refers to an individual’s or group’s perception of the odor
strength or concentration. The duration of an odor refers to the elapsed time over which an odor is
experienced. The offensiveness of the odor is the subjective rating of the pleasantness or unpleasantness
of an odor. The location accounts for the type of area in which a potentially affected person lives, works,
or visits; the type of activity in which he or she is engaged; and the sensitivity of the impacted receptor.
Sensory perception has four major components: detectability, intensity, character, and hedonic tone. The
detection (or threshold) of an odor is based on a panel of responses to the odor. There are two types of
thresholds: the odor detection threshold and the recognition threshold. The detection threshold is the
lowest concentration of an odor that will elicit a response in a percentage of the people that live and work
in the immediate vicinity of the project site and is typically presented as the mean (or 50 percent of the
population). The recognition threshold is the minimum concentration that is recognized as having a
characteristic odor quality, this is typically represented by recognition by 50 percent of the population.
The intensity refers to the perceived strength of the odor. The odor character is what the substance smells
like. The hedonic tone is a judgment of the pleasantness or unpleasantness of the odor. The hedonic
tone varies in subjective experience, frequency, odor character, odor intensity, and duration. Potential
odor impacts have been analyzed separately for construction and operations below.
Construction‐Related Odor Impacts
Potential sources that may emit odors during construction activities include the application of coatings
such as asphalt pavement, paints and solvents and from emissions from diesel equipment. Standard
construction requirements that limit the time of day when construction may occur as well as SCAQMD
Rule 1108 that limits VOC content in asphalt and Rule 1113 that limits the VOC content in paints and
solvents would minimize odor impacts from construction. As such, the objectionable odors that may be
produced during the construction process would be temporary and would not likely be noticeable for
extended periods of time beyond the project site’s boundaries. Through compliance with the applicable
regulations that reduce odors and due to the transitory nature of construction odors, a less than
significant odor impact would occur and no mitigation would be required.
Operations‐Related Odor Impacts
Potential sources of odor emission during operation of the proposed project would include diesel
emissions from the fire trucks and backup generator as well as odors from trash storage areas. All fire
trucks that operate on the project site will be required to meet State emissions standards that require the
use of diesel particulate filters that would minimize odors created from the fire trucks. The operation of
the backup diesel generator would be limited to 200 hours or less per year and would include an exhaust
stack with a diesel particulate filter that would limit the exhaust and associated odors created from the
generator to negligible levels. Pursuant to City regulations, permanent trash enclosures that protect trash
bins from rain as well as limit air circulation would be required for the trash storage areas. Due to the
distance of the nearest sensitive receptor from the project site and through compliance with SCAQMD’s
rules that include Rule 402 (odor regulations) and Rule 1110.2 (backup generator regulations) and the
City’s trash storage regulations, a less than significant impact related to odors would occur during the on‐
going operations of the proposed project. Operational‐related odor impacts would be less than significant
and no mitigation would be required. Therefore, a less than significant odor impact would occur and no
mitigation would be required.
Fire Station No. 80 and Training Center Project, Air Quality, Energy, and GHG Impact Analysis
City of Fontana
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Level of Significance
Less than significant impact
10.6 Energy Consumption
The proposed project would impact energy resources during construction and operation. Energy
resources that would be potentially impacted include electricity, natural gas, and petroleum based fuel
supplies and distribution systems. This analysis includes a discussion of the potential energy impacts of
the proposed projects, with particular emphasis on avoiding or reducing inefficient, wasteful, and
unnecessary consumption of energy. A general definition of each of these energy resources are provided
below.
Electricity, a consumptive utility, is a man‐made 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. The delivery of electricity involves a number of system components,
including substations and transformers that lower transmission line power (voltage) to a level appropriate
for on‐site distribution and use. The electricity generated is distributed through a network of transmission
and distribution lines commonly called a power grid. Conveyance of electricity through transmission lines
is typically responsive to market demands. In 2021, San Bernardino County consumed 16,180.8 Gigawatt‐
hours per year of electricity5.
Natural gas is a combustible mixture of simple hydrocarbon compounds (primarily methane) that is used
as a fuel source. Natural gas consumed in California is obtained from naturally occurring reservoirs, mainly
located outside the State, and delivered through high‐pressure transmission pipelines. The natural gas
transportation system is a nationwide network and, therefore, resource availability is typically not an
issue. Natural gas satisfies almost one‐third of the State’s total energy requirements and is used in
electricity generation, space heating, cooking, water heating, industrial processes, and as a transportation
fuel. Natural gas is measured in terms of cubic feet. In 2021, San Bernardino County consumed 561.36
Million Therms of natural gas6.
Petroleum‐based fuels currently account for a majority of the California’s transportation energy sources
and primarily consist of diesel and gasoline types of fuels. However, the state has been working on
developing strategies to reduce petroleum use. Over the last decade California has implemented several
policies, rules, and regulations to improve vehicle efficiency, increase the development and use of
alternative fuels, reduce air pollutants and GHG emissions from the transportation sector, and reduce
vehicle miles traveled (VMT). Accordingly, petroleum‐based fuel consumption in California has declined.
In 2017, which is the most current available data segmented by County, 993 million gallons of gasoline
and 265 million gallons of diesel was sold in San Bernardino County7. In 2018 California consumed
566,496,000 gallons of propane.8
5 Obtained from: http://www.ecdms.energy.ca.gov/elecbycounty.aspx
6 Obtained from: http://www.ecdms.energy.ca.gov/gasbycounty.aspx
7 Obtained from: https://ww2.energy.ca.gov/almanac/transportation_data/gasoline/
8 Obtained from: https://greet.es.anl.gov/files/propane_ca
Fire Station No. 80 and Training Center Project, Air Quality, Energy, and GHG Impact Analysis
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The following section calculates the potential energy consumption associated with the construction and
operations of the proposed project and provides a determination if any energy utilized by the proposed
project is wasteful, inefficient, or unnecessary consumption of energy resources.
Construction Energy
The construction activities for the proposed project are anticipated to include site preparation and grading
of approximately 3.68 acres, building construction of the proposed training center and fire station, paving
of onsite driveways, paved training area, and parking lots, and application of architectural coatings. The
proposed project would consume energy resources during construction in three (3) general forms:
1. Petroleum‐based fuels used to power off‐road construction vehicles and equipment on the
project site, construction worker travel to and from the project site, as well as delivery and haul
truck trips (e.g. hauling of material to disposal facilities);
2. Electricity associated with the conveyance of water that would be used during project
construction for dust control (supply and conveyance) and electricity to power any necessary
lighting during construction, electronic equipment, or other construction activities necessitating
electrical power; and,
3. Energy used in the production of construction materials, such as asphalt, steel, concrete, pipes,
and manufactured or processed materials such as lumber and glass.
Construction‐Related Electricity
During construction the proposed project would consume electricity to construct the proposed
warehouse and infrastructure. Electricity would be supplied to the project site by Southern California
Edison and would be obtained from the existing electrical lines in the vicinity of the project site. The use
of electricity from existing power lines rather than temporary diesel or gasoline powered generators
would minimize impacts on fuel consumption. Electricity consumed during project construction would
vary throughout the construction period based on the construction activities being performed. Various
construction activities include electricity associated with the conveyance of water that would be used
during project construction for dust control (supply and conveyance) and electricity to power any
necessary lighting during construction, electronic equipment, or other construction activities
necessitating electrical power. Such electricity demand would be temporary, nominal, and would cease
upon the completion of construction. Overall, construction activities associated with the proposed project
would require limited electricity consumption that would not be expected to have an adverse impact on
available electricity supplies and infrastructure. Therefore, the use of electricity during project
construction would not be wasteful, inefficient, or unnecessary.
Since there are currently power lines on the southeast and west sides of the project site, it is anticipated
that only nominal improvements would be required to Southern California Edison distribution lines and
equipment with development of the proposed project. Compliance with City’s guidelines and
requirements would ensure that the proposed project fulfills its responsibilities relative to infrastructure
installation, coordinates any electrical infrastructure removals or relocations, and limits any impacts
associated with construction of the project. Construction of the project’s electrical infrastructure is not
anticipated to adversely affect the electrical infrastructure serving the surrounding uses or utility system
capacity.
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City of Fontana
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Construction‐Related Natural Gas
Construction of the proposed project typically would not involve the consumption of natural gas. Natural
gas would not be supplied to support construction activities, thus there would be no demand generated
by construction. Since there is currently natural gas service to of the project site, construction of the
proposed project would be limited to installation of new natural gas connections within the project site.
Development of the proposed project would likely not require extensive infrastructure improvements to
serve the project site. Construction‐related energy usage impacts associated with the installation of
natural gas connections are expected to be confined to trenching in order to place the lines below surface.
In addition, prior to ground disturbance, the proposed project would notify and coordinate with SoCalGas
to identify the locations and depth of all existing gas lines and avoid disruption of gas service. Therefore,
construction‐related impacts to natural gas supply and infrastructure would be less than significant.
Construction‐Related Petroleum Fuel Use
Petroleum‐based fuel usage represents the highest amount of transportation energy potentially
consumed during construction, which would be utilized by both off‐road equipment operating on the
project site and on‐road automobiles transporting workers to and from the project site and on‐road trucks
transporting equipment and supplies to the project site.
The off‐road construction equipment fuel usage was calculated through use of the off‐road equipment
assumptions and fuel use assumptions shown above in Section 8.2, which found that construction of the
proposed project would consume 8,429 gallons of gasoline and 38,659 gallons of diesel fuel. This equates
to 0.0008 percent of the gasoline and 0.01 percent of the diesel used annually in San Bernardino County.
As such, the construction‐related petroleum use would be nominal, when compared to current county‐
wide petroleum usage rates.
Construction activities associated with the proposed project would be required to adhere to all State and
SCAQMD regulations for off‐road equipment and on‐road trucks, which provide minimum fuel efficiency
standards. As such, construction activities for the proposed project would not result in the wasteful,
inefficient, and unnecessary consumption of energy resources. Impacts regarding transportation energy
would be less than significant. Development of the project would not result in the need to manufacture
construction materials or create new building material facilities specifically to supply the proposed
project. It is difficult to measure the energy used in the production of construction materials such as
asphalt, steel, and concrete, it is reasonable to assume that the production of building materials such as
concrete, steel, etc., would employ all reasonable energy conservation practices in the interest of
minimizing the cost of doing business.
Operational Energy
The on‐going operation of the proposed project would require the use of energy resources for multiple
purposes including, but not limited to, heating/ventilating/air conditioning (HVAC), refrigeration, lighting,
appliances, electronics, backup generator, and from propane props for pyrotechnic effects. Energy would
also be consumed during operations related to water usage, solid waste disposal, landscape equipment,
and vehicle trips.
Operations‐Related Electricity
Operation of the proposed project would result in consumption of electricity at the project site. As
detailed above in Section 8.3 the proposed project would consume 273,089 kilowatt‐hours per year of
Fire Station No. 80 and Training Center Project, Air Quality, Energy, and GHG Impact Analysis
City of Fontana
Page 68
electricity. It should be noted that, the proposed project would comply with all Federal, State, and City
requirements related to the consumption of electricity, that includes CCR Title 24, Part 6 Building Energy
Efficiency Standards and CCR Title 24, Part 11: California Green Building Standards. The CCR Title 24, Part
6 and Part 11 standards require numerous energy efficiency measures to be incorporated into the
proposed buildings, including enhanced insulation, use of energy efficient lighting and appliances as well
as requiring a variety of other energy‐efficiency measures to be incorporated into all of the proposed
structures. Therefore, it is anticipated the proposed project will be designed and built to minimize
electricity use and that existing and planned electricity capacity and electricity supplies would be sufficient
to support the proposed project’s electricity demand. Thus, impacts with regard to electrical supply and
infrastructure capacity would be less than significant and no mitigation measures would be required.
Operations‐Related Natural Gas
Operation of the proposed project would result in increased consumption of natural gas at the project
site. As detailed above in Section 8.3 the proposed project would consume 84 MBTU per year of natural
gas. It should be noted that, the proposed project would comply with all Federal, State, and City
requirements related to the consumption of natural gas, that includes CCR Title 24, Part 6 Building Energy
Efficiency Standards and CCR Title 24, Part 11: California Green Building Standards. The CCR Title 24, Part
6 and Part 11 standards require numerous energy efficiency measures to be incorporated into the
proposed structures, including enhanced insulation as well as use of efficient natural gas appliances and
HVAC units. Therefore, it is anticipated the proposed project will be designed and built to minimize
natural gas use and that existing and planned natural gas capacity and natural gas supplies would be
sufficient to support the proposed project’s natural gas demand. Thus, impacts with regard to natural gas
supply and infrastructure capacity would be less than significant and no mitigation measures would be
required.
Operations‐Related Petroleum Fuel Usage
Operation of the proposed project would result in increased consumption of petroleum‐based fuels
related to vehicular travel to and from the project site as well as from the proposed backup generator. As
detailed above in Section 8.3 the proposed project would consume 2,650 gallons of gasoline per year from
automobile trips and 4,154 gallons of diesel per year from emergency vehicle trips and the backup
generator would consume 299 gallons of diesel per year. This equates to 0.0003 percent of the gasoline
and 0.002 percent of the diesel consumed annually in San Bernardino County. As such, the operations‐
related petroleum use would be nominal, when compared to current petroleum usage rates.
It should be noted that, the proposed project would comply with all Federal, State, and City requirements
related to the consumption of transportation energy that includes California Code of Regulations Title 24,
Part 11 California Green Building Standards that require the proposed project to provide both long‐term
and short‐term bicycle parking spaces that will promote the use of alternative transportation. Therefore,
it is anticipated the proposed project will be designed and built to minimize transportation energy through
the promotion of the use of clean air vehicles, including electric‐powered vehicles and it is anticipated
that existing and planned capacity and supplies of transportation fuels would be sufficient to support the
proposed project’s demand. Thus, impacts with regard transportation energy supply and infrastructure
capacity would be less than significant and no mitigation measures would be required.
Fire Station No. 80 and Training Center Project, Air Quality, Energy, and GHG Impact Analysis
City of Fontana
Page 69
Operations‐Related Propane Fuel Usage
Operation of the proposed would result in increased consumption of propane, related to the use of the
propane props in the training tower for approximately 100 pyrotechnic training events per year. As
detailed above in Section 8.3 the proposed project would consume 1,800 gallons of propane per year,
which equates to 0.0003 percent of the propane consumed annually in California. As such, the operations‐
related propane use would be nominal, when compared to current propane usage rates. It should be
noted that each pyrotechnic training event will be required to obtain a permit from SCAQMD and will be
required to meet the requirements from SCAQMD Rules 208 and 444 that limits the duration of the use
of the propane props as well as other measure that will minimize the wasteful, inefficient, or unnecessary
consumption of propane. Thus, impacts with regard propane fuel use would be less than significant and
no mitigation measures would be required.
In conclusion, the proposed project would comply with regulatory compliance measures outlined by the
State and City related to Air Quality, Greenhouse Gas Emissions (GHG), Transportation/Circulation, and
Water Supply. Additionally, the proposed project would be constructed in accordance with all applicable
City Building and Fire Codes. Therefore, the proposed project would not result in the wasteful, inefficient,
or unnecessary consumption of energy resources during project construction or operation. Impacts would
be less than significant.
Level of Significance
Less than significant impact.
10.7 Energy Plan Consistency
The proposed project would not conflict with or obstruct a state or local plan for renewable energy or
energy efficiency. The applicable energy plan for the proposed project is the Fontana Forward General
Plan Update 2015‐2035 (General Plan), adopted November 18, 2018. The proposed project’s consistency
with the applicable energy‐related policies and programs in the General Plan are shown in Table P.
Table P – Proposed Project Compliance with Applicable General Plan Energy Policies
Policy No. General Plan Policy Proposed Project Implementation Actions
Goal 2: Government facilities and operations are models of resource efficiency.
2.2 Continue organizational and operational
improvements to maximize energy and
resource efficiency and reduce waste.
Consistent. The proposed project will be designed to meet
the most current Title 24 Part 11 CalGreen standards that
require that new non‐residential buildings to maximize
resource efficiency and reduce waste.
Goal 5: Green building techniques are used in new development and retrofits.
5.1 Promote green building through
guidelines, awards and nonfinancial
incentives.
Not Applicable. This Policy is for the City to implement,
however the proposed structures will be designed to meet
green building requirements provided in Title 24 parts 6 and
11 energy efficiency standards.
Goal 6: Fontana is a leader energy‐efficient development and retrofits.
6.1 Promote energy‐efficient development in
Fontana
Not Applicable. This Policy is for the City to implement,
however the project will be designed to meet the most
current Title 24 energy efficiency standards, that require
installation of energy efficient lights, fixtures and
appliances.
Fire Station No. 80 and Training Center Project, Air Quality, Energy, and GHG Impact Analysis
City of Fontana
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Policy No. General Plan Policy Proposed Project Implementation Actions
6.2 Meet or exceed state goals for energy‐
efficient new construction
Not Applicable. This Policy is for the City to implement,
however the project will be designed to meet the most
current Title 24 energy efficiency standards, that require
installation of energy efficient lights, fixtures and
appliances.
Source: City of Fontana, 2018.
As shown in Table P, the proposed project would be consistent with all applicable energy‐related policies
from the General Plan. Therefore, the proposed project would not conflict with or obstruct a state or
local plan for renewable energy or energy efficiency. Impacts would be less than significant.
Level of Significance
Less than significant impact.
10.8 Generation of Greenhouse Gas Emissions
The proposed project would not generate GHG emissions, either directly or indirectly, that may have a
significant impact on the environment. The proposed project would consist of development of a fire
station and training center. The proposed project is anticipated to generate GHG emissions from area
sources, energy usage, mobile sources, waste disposal, water usage, backup generator, and construction
equipment. The project’s GHG emissions have been calculated with the CalEEMod model based on the
construction and operational parameters detailed above in Section 8.1. A summary of the results is shown
below in Table Q and the CalEEMod model run is provided in Appendix C.
Table Q – Project Related Greenhouse Gas Annual Emissions
Greenhouse Gas Emissions (Metric Tons per Year)
Category CO2 CH4 N2O CO2e
Area Sources1 <0.01 0.00 0.00 <0.01
Energy Usage2 52.93 <0.01 <0.01 53.21
Mobile Sources3 76.51 <0.01 <0.01 79.44
Backup Generator4 4.62 <0.01 0.00 4.64
Solid Waste5 4.71 0.28 0.00 11.68
Water and Wastewater6 15.24 0.16 <0.01 20.41
Construction7 13.98 <0.01 <0.01 14.14
Total GHG Emissions 168.00 0.45 0.01 183.51
SCAQMD Draft Threshold of Significance 3,000
Exceed Thresholds? No
Notes:
1 Area sources consist of GHG emissions from consumer products, architectural coatings, and landscaping equipment.
2 Energy usage consists of GHG emissions from electricity and natural gas usage.
3 Mobile sources consist of GHG emissions from vehicles.
4 Backup Generator based on a 300 ekW (467 Horsepower) diesel generator that has a cycling schedule of 30 minutes per week.5 Waste includes
the CO2 and CH4 emissions created from the solid waste placed in landfills.
6 Water includes GHG emissions from electricity used for transport of water and processing of wastewater.
7 Construction emissions amortized over 30 years as recommended in the SCAQMD GHG Working Group on November 19, 2009.
Source: CalEEMod Version 2020.4.0
The data provided in Table Q shows that the proposed project would create 183.51 MTCO2e per year.
According to the SCAQMD draft threshold of significance detailed above in Section 9.6, a cumulative global
Fire Station No. 80 and Training Center Project, Air Quality, Energy, and GHG Impact Analysis
City of Fontana
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climate change impact would occur if the GHG emissions created from the on‐going operations would
exceed 3,000 MTCO2e per year. Therefore, a less than significant generation of greenhouse gas emissions
would occur from development of the proposed project. Impacts would be less than significant.
Level of Significance
Less than significant impact.
10.9 Greenhouse Gas Plan Consistency
The proposed project would not conflict with any applicable plan, policy or regulation of an agency
adopted for the purpose of reducing GHG emissions. The proposed project consists of the development
of the proposed fire station and training center. As detailed above in Section 10.8, the proposed project
is anticipated to create 183.51 MTCO2e per year, which is well below the SCAQMD draft threshold of
significance of 3,000 MTCO2e per year. The SCAQMD developed this threshold through a Working Group,
which also developed detailed methodology for evaluating significance under CEQA. At the September
28, 2010 Working Group meeting, the SCAQMD released its most current version of the draft GHG
emissions thresholds, which recommends a tiered approach that provides a quantitative annual threshold
of 3,000 MTCO2e for all land use type projects, which was based on substantial evidence supporting the
use of the recommended thresholds. In addition the proposed structures would be required to comply
with the most current State and City energy efficiency requirements that includes CCR Title 24, Part 6
Building Energy Efficiency Standards and CCR Title 24, Part 11: California Green Building Standards. The
CCR Title 24, Part 6 and Part 11 standards require numerous energy efficiency measures to be
incorporated into the proposed structures. Therefore, the proposed project would not conflict with any
applicable plan, policy or regulation of an agency adopted for the purpose of reducing the emissions of
greenhouse gases.
Level of Significance
Less than significant impact.
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11.0 REFERENCES
Breeze Software, California Emissions Estimator Model (CalEEMod) version 2020.4.0.
California Air Resources Board, 2017 Off‐Road Diesel Emission Factor Update for NOx and PM, 2017.
California Air Resources Board, 2022 Scoping Plan for Achieving Carbon Neutrality, November 16, 2022.
California Air Resources Board, Appendix VII Risk Characterization Scenarios, October 2000.
California Air Resources Board, California’s 2017 Climate Change Scoping Plan, November 2017.
California Air Resources Board, First Update to the Climate Change Scoping Plan, May 2014.
California Air Resources Board, Resolution 08‐43, December 12, 2008.
California Air Resources Board, Recommended Approaches for Setting Interim Significance Thresholds for
Greenhouse Gases under the California Environmental Quality Act, on October 24, 2008.
California Air Resources Board, Final Staff Report Proposed Update to the SB 375 Greenhouse Gas Emission
Reduction Targets, October 2017.
California Air Resources Board, The California Almanac of Emissions and Air Quality 2013 Edition.
California Building Standards Commission, 2019 California Green Building Standards Code CALGreen,
January 1, 2020.
California Department of Conservation, A General Guide for Ultramafic Rocks in California – Areas More
Likely to Contain Naturally Occurring Asbestos, August, 2000.
California Energy Commission, 2019 Nonresidential Compliance Manual for the 2019 Building Energy
Efficiency Standards, 2018.
City of Fontana, Fontana Forward General Plan Update 2015‐2035, Approved November 13, 2018.
City of Fontana, Westgate Specific Plan, February 14, 2017.
David Evans and Associates Inc., Transportation Assessment for the City of Fontana’s Fire Station No. 80
and Training Center Located at the NEC of Cherry Avenue and S. Highland Avenue in Fontana, California,
November 29, 2022.
Environmental Protection Agency, Nonattainment Major New Source Review Implementation Under 8‐
Hour Ozone National Ambient Air Quality Standard: Reconsideration, June 30, 2005.
Environmental Protection Agency, Inventory of U.S. Greenhouse Gas Emissions and Sinks 1990‐2020, April
15, 2022.
Office of Environmental Health Hazard Assessment (OEHHA), Air Toxics Hot Spots Program Risk
Assessment Guidelines Guidance Manual for Preparation of Health Risk Assessments, February 2015
Fire Station No. 80 and Training Center Project, Air Quality, Energy, and GHG Impact Analysis
City of Fontana
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South Coast Air Quality Management District, 2007 Air Quality Management Plan, June 1, 2007.
South Coast Air Quality Management District, Appendix A Calculation Details for CalEEMod, February
2011.
South Coast Air Quality Management District, CEQA Air Quality Handbook, April 1993.
South Coast Air Quality Management District, Draft 2022 Air Quality Management Plan, May 2022.
South Coast Air Quality Management District, Final 2012 Air Quality Management Plan, December, 2012.
South Coast Air Quality Management District, Final 2016 Air Quality Management Plan, March, 2017.
South Coast Air Quality Management District, Final Localized Significance Threshold Methodology, Revised
July 2008.
South Coast Air Quality Management District, Interim CEQA GHG Thresholds for Stationary Sources, Rules
and Plans, December 5, 2008.
South Coast Air Quality Management District, Notice of Exemption from the California Environmental
Quality Act Proposed Rule 208 ‐ Permit and Burn Authorization for Open Burning, and Proposed Amended
Rule 444 – Open Burning, October 31, 2008.
South Coast Air Quality Management District, Rule 208 Permit and Burn Authorization for Open Burning,
Amended November 7, 2008.
South Coast Air Quality Management District, Rule 402 Nuisance, Adopted May 7, 1976.
South Coast Air Quality Management District, Rule 444 Open Burning, Amended July 12, 2013.
South Coast Air Quality Management District, Rule 403 Fugitive Dust, Amended June 3, 2005.
South Coast Air Quality Management District, Rule 1108 Cutback Asphalt, Amended February 1, 1985.
South Coast Air Quality Management District, Rule 1108.1 Emulsified Asphalt, Amended November 4,
1983.
South Coast Air Quality Management District, Rule 1110.2 Emissions from Gaseous and Liquid Fueled
Engines, Amended September 7, 2019
South Coast Air Quality Management District, Rule 1113 Architectural Coatings, Amended September 6,
2013.
South Coast Air Quality Management District, Rule 1143 Consumer Paint Thinners & Multi‐Purpose
Solvents, Amended December 3, 2010.
South Coast Air Quality Management District, SCAQMD Air Quality Significance Thresholds, March 2015.
South Coast Air Quality Management District, Draft Report Multiple Air Toxics Exposure Study in the South
Coast Air Basin, MATES III, January 2008.
Fire Station No. 80 and Training Center Project, Air Quality, Energy, and GHG Impact Analysis
City of Fontana
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South Coast Air Quality Management District, MATES V Multiple Air Toxics Exposure Study in the South
Coast AQMD Final Report, August 2021.
Southern California Association of Governments, 2020‐2045 Regional Transportation Plan/Sustainable
Communities Strategy (Connect SoCal), September 3, 2020.
Southern California Association of Governments, 2019 Federal Transportation Improvement Program
(FTIP) Guidelines, September 2018.
University of California, Davis, Transportation Project‐Level Carbon Monoxide Protocol, December 1997.
U.S. Geological Survey, Reported Historic Asbestos Mines, Historic Asbestos Prospects, and Other Natural
Occurrences of Asbestos in California, 2011.
Fire Station No. 80 and Training Center Project, Air Quality, Energy, and GHG Impact Analysis
City of Fontana
Appendix A
APPENDIX A
CalEEMod Model Daily Printouts
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d
Fire Station No. 80 and Training Center Project, Air Quality, Energy, and GHG Impact Analysis
City of Fontana
Appendix B
APPENDIX B
EMFAC2017 Model Printouts
EM
F
A
C
2
0
1
7
(v
1
.
0
.
2
)
Em
i
s
s
i
o
n
s
In
v
e
n
t
o
r
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Re
g
i
o
n
Ty
p
e
:
Ai
r
Ba
s
i
n
Re
g
i
o
n
:
SO
U
T
H
CO
A
S
T
Ca
l
e
n
d
a
r
Ye
a
r
:
20
2
4
Se
a
s
o
n
:
An
n
u
a
l
Ve
h
i
c
l
e
Cl
a
s
s
i
f
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c
a
t
i
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n
:
EM
F
A
C
2
0
0
7
Ca
t
e
g
o
r
i
e
s
Un
i
t
s
:
mi
l
e
s
/
d
a
y
fo
r
VM
T
,
tr
i
p
s
/
d
a
y
fo
r
Tr
i
p
s
,
to
n
s
/
d
a
y
fo
r
Em
i
s
s
i
o
n
s
,
10
0
0
ga
l
l
o
n
s
/
d
a
y
fo
r
Fu
e
l
Co
n
s
u
m
p
t
i
o
n
.
No
t
e
'd
a
y
'
in
th
e
un
i
t
is
op
e
r
a
t
i
o
n
da
y
.
Re
g
i
o
n
C
a
l
e
n
d
a
r
Ve
h
i
c
l
e
Ca
tMo
d
e
l
Ye
a
r
Sp
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d
F
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P
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p
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l
a
t
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n
V
M
T
T
r
i
p
s
F
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l
Co
n
s
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m
p
t
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n
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CO
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20
2
4
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9
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4
.
7
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4
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8
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9
9
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1
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20
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7
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6
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7
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.
8
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CO
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20
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4
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C
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A
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3
3
7
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6
.
8
SO
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CO
A
20
2
4
M
D
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A
g
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5
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5
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4
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7
6
8
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8
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1
.
8
SO
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CO
A
20
2
4
M
H
A
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g
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d
Ag
g
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S
3
3
3
2
7
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1
8
2
7
9
3
3
3
4
6
0
.
1
SO
U
T
H
CO
A
20
2
4
M
H
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T
A
g
g
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g
a
t
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d
Ag
g
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S
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5
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7
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1
3
0
3
4
3
4
5
0
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6
4
4
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5
0
.
5
SO
U
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H
CO
A
20
2
4
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B
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A
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Ag
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4
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7
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3
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6
5
3
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4
4
.
8
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CO
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20
2
4
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B
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2
1
1
1
9
1
7
1
1
4
4
9
1
2
.
1
SO
U
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CO
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20
2
4
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B
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S
A
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g
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g
r
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g
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t
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9
6
3
9
0
3
0
9
3
8
5
4
1
7
.
1
ve
h
i
c
l
e
mi
l
e
s
pe
r
da
y
(A
l
l
Ca
t
e
g
o
r
i
e
s
)
4
2
2
7
3
9
2
8
1
1
5
,
3
8
6
1,
0
0
0
ga
l
l
pe
r
da
y
15
,
3
8
6
,
0
5
3
ga
l
l
o
n
s
pe
r
da
y
Fl
e
e
t
Av
g
Mi
l
e
s
pe
r
ga
l
l
o
n
2
7
.
5
EM
F
A
C
2
0
1
7
(v
1
.
0
.
2
)
Em
i
s
s
i
o
n
s
In
v
e
n
t
o
r
y
Re
g
i
o
n
Ty
p
e
:
Ai
r
Ba
s
i
n
Re
g
i
o
n
:
SO
U
T
H
CO
A
S
T
Ca
l
e
n
d
a
r
Ye
a
r
:
20
2
4
Se
a
s
o
n
:
An
n
u
a
l
Ve
h
i
c
l
e
Cl
a
s
s
i
f
i
c
a
t
i
o
n
:
EM
F
A
C
2
0
0
7
Ca
t
e
g
o
r
i
e
s
Un
i
t
s
:
mi
l
e
s
/
d
a
y
fo
r
VM
T
,
tr
i
p
s
/
d
a
y
fo
r
Tr
i
p
s
,
to
n
s
/
d
a
y
fo
r
Em
i
s
s
i
o
n
s
,
10
0
0
ga
l
l
o
n
s
/
d
a
y
fo
r
Fu
e
l
Co
n
s
u
m
p
t
i
o
n
.
No
t
e
'd
a
y
'
in
th
e
un
i
t
is
op
e
r
a
t
i
o
n
da
y
.
Re
g
i
o
n
C
a
l
e
n
d
a
r
Ve
h
i
c
l
e
Ca
tMo
d
e
l
Ye
a
rSp
e
e
d
F
u
e
l
P
o
p
u
l
a
t
i
o
n
V
M
T
T
r
i
p
s
F
u
e
l
Co
n
s
u
m
p
t
i
o
n
SO
U
T
H
CO
A
20
2
4
H
H
D
T
A
g
g
r
e
g
a
t
e
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g
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g
a
t
e
d
D
S
L
1
0
2
3
4
4
1
2
3
0
0
3
7
2
1
0
3
8
7
4
8
1
7
0
9
.
3
2
SO
U
T
H
CO
A
20
2
4
L
D
A
A
g
g
r
e
g
a
t
e
dAg
g
r
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g
a
t
e
d
D
S
L
6
3
9
9
9
2
5
0
8
7
3
3
3
0
4
6
0
7
4
9
.
1
3
SO
U
T
H
CO
A
20
2
4
L
D
T
1
A
g
g
r
e
g
a
t
e
dAg
g
r
e
g
a
t
e
d
D
S
L
3
2
9
7
6
5
8
1
1
5
0
0
.
3
3
SO
U
T
H
CO
A
20
2
4
L
D
T
2
A
g
g
r
e
g
a
t
e
dAg
g
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g
a
t
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d
D
S
L
1
6
4
0
3
6
6
9
9
7
0
8
0
3
6
2
1
7
.
8
7
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U
T
H
CO
A
20
2
4
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D
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1
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6
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6
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2
2
5
.
9
4
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U
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20
2
4
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D
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2
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5
1
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5
4
1
9
4
6
1
9
0
6
4
2
1
9
1
9
7
.
1
6
SO
U
T
H
CO
A
20
2
4
M
D
V
A
g
g
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g
a
t
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dAg
g
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g
a
t
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d
D
S
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3
7
6
8
1
1
4
5
4
3
1
5
1
8
3
5
0
2
5
0
.
5
3
SO
U
T
H
CO
A
20
2
4
M
H
A
g
g
r
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g
a
t
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g
r
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g
a
t
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d
D
S
L
1
2
9
0
7
1
2
1
3
8
1
1
2
9
1
1
1
.
2
4
SO
U
T
H
CO
A
20
2
4
M
H
D
T
A
g
g
r
e
g
a
t
e
dAg
g
r
e
g
a
t
e
d
D
S
L
1
2
4
1
5
3
8
0
7
3
2
7
2
1
2
5
2
0
4
1
7
1
2
.
0
6
SO
U
T
H
CO
A
20
2
4
O
B
U
S
A
g
g
r
e
g
a
t
e
dAg
g
r
e
g
a
t
e
d
D
S
L
4
3
1
0
3
3
1
7
2
8
4
1
8
0
3
3
7
.
7
2
SO
U
T
H
CO
A
20
2
4
S
B
U
S
A
g
g
r
e
g
a
t
e
dAg
g
r
e
g
a
t
e
d
D
S
L
6
4
3
0
2
0
3
2
7
8
7
4
2
0
5
2
6
.
1
2
SO
U
T
H
CO
A
20
2
4
U
B
U
S
A
g
g
r
e
g
a
t
e
dAg
g
r
e
g
a
t
e
d
D
S
L
1
0
1
2
0
5
4
2
0
.
2
1
Di
e
s
e
l
Tr
u
c
k
(H
H
D
T
,
MD
V
,
MH
D
T
)
ve
h
i
c
l
e
mi
l
e
s
pe
r
da
y
2
1
,
8
2
7
,
9
5
9
2,
4
7
2
1,
0
0
0
ga
l
l
pe
r
da
y
24
7
1
9
1
7
g
a
l
l
o
n
s
pe
r
da
y
Di
e
s
e
l
Tr
u
c
k
Fl
e
e
t
Av
g
Mi
l
e
s
pe
r
ga
l
l
o
n
8
.
8
Fire Station No. 80 and Training Center Project, Air Quality, Energy, and GHG Impact Analysis
City of Fontana
Appendix C
APPENDIX C
CalEEMod Model Annual Printouts
Fi
r
e
S
t
a
t
i
o
n
N
o
.
8
0
a
n
d
T
r
a
i
n
i
n
g
C
e
n
t
e
r
Sa
n
B
e
r
n
a
r
d
i
n
o
-
S
o
u
t
h
C
o
a
s
t
C
o
u
n
t
y
,
A
n
n
u
a
l
Pr
o
j
e
c
t
C
h
a
r
a
c
t
e
r
i
s
t
i
c
s
-
La
n
d
U
s
e
-
T
o
t
a
l
a
r
e
a
d
i
s
t
u
r
b
e
d
3
.
6
8
a
c
r
e
s
Co
n
s
t
r
u
c
t
i
o
n
P
h
a
s
e
-
Tr
i
p
s
a
n
d
V
M
T
-
6
v
e
n
d
o
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t
r
u
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k
s
p
e
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d
a
y
a
d
d
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d
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o
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t
e
P
r
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p
a
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a
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d
G
r
a
d
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P
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a
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k
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m
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h
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T
r
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p
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-
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a
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C
e
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r
1
8
a
u
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A
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T
5
d
a
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s
p
e
r
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e
e
k
.
F
i
r
e
S
t
a
t
i
o
n
1
8
a
u
t
o
s
A
D
T
7
d
a
y
s
p
e
r
w
e
e
k
a
n
d
1
2
f
i
r
e
t
r
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k
s
(
u
n
d
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r
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r
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s
p
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)
Co
n
s
t
r
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t
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f
f
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r
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a
d
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q
u
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t
M
i
t
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g
a
t
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o
n
-
W
a
t
e
r
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x
p
o
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e
d
A
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a
3
x
p
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d
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c
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f
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C
A
Q
M
D
R
u
l
e
4
0
3
Op
e
r
a
t
i
o
n
a
l
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f
f
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o
a
d
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q
u
i
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