Agenda packet — Cathedral City City Council, January 28, 2026 (part 1 of 3)

CITY COUNCIL
PACKET

Study Session 3:00 PM
Regular Meeting 5:30 PM

Wednesday, January 28, 2026

City Council Chambers
68-700 Avenida Lalo Guerrero
Cathedral City, CA 92234

MAYOR
Raymond Gregory

CITY COUNCIL MEMBERS

Mayor Pro Tem
Ernesto Gutierrez

Councilmember
Nancy Ross

Councilmember
Rita Lamb

Councilmember
Christina Gordon

STUDY SESSION 3:00 PM

Normally no action is taken on Study Session Items, however, the City Council reserves the right to give specific policy direction and take specific action as necessary.

Presentations will be limited to 10 minutes unless other provisions are made in advance.

CALL TO ORDER

ROLL CALL

AGENDA FINALIZATION
At this time the City Council may announce any items being pulled from the agenda or continued to another date.

1. PUBLIC COMMENTS

This is the opportunity for members of the public to comment on any items not appearing on the regular agenda. Because of restrictions contained in California Law, the City Council may not discuss or act on any item not on the agenda but may briefly respond to statements made or ask a question for clarification. The Mayor may also request a brief response from staff to questions raised during public comment or may request a matter be agendized for a future meeting. Public

2 Comment will be limited to three (3) minutes.

2. STUDY SESSION

A. Cathedral City Community Center Feasibility Study Update by Group 4 Architecture
Recommendation: To receive an update and presentation on the Cathedral City Community Center Feasibility Study and provide input and direction on the preferred site and building program options.

B. New City Website Reveal
Recommendation: For presentation purposes only.

C. Regional Climate Action Plan Update and Cathedral City Next Steps Recommendation: For the City Council to receive a presentation providing an overview of the Regional Comprehensive Climate Action Plan document and provide direction to staff to begin the process of updating Cathedral City’s Climate Action Plan utilizing applicable regional data and strategies.

3. CLOSED SESSION

A. Public Employees Appointment Pursuant to Government Code Section 54957(b)

One (1) Position
Title: City Manager
Recommendation: There is no recommendation.

B. Conference with Labor Negotiator Pursuant to Government Code 54957.6

Labor Negotiator: Algeria Ford, Assistant City Attorney and Asusena Soren, Human Resources Manager

Employee Organizations: American Federation of State, County and Municipal Employees (AFSCME) and Cathedral City Firefighters Association (CCFA)
Recommendation: There is no recommendation.

RECESS

REGULAR MEETING - 5:30 PM

CALL TO ORDER

PLEDGE OF ALLEGIANCE

INVOCATION (MOMENT OF REFLECTION)

ROLL CALL

3 AGENDA FINALIZATION
At this time the City Council may announce any items being pulled from the agenda or continued to another date.

1. PUBLIC COMMENTS

2. COUNCIL REPORTS

This is an opportunity for each member of the City Council to report on any conferences they attend, local events or make any other comments they may have.

3. CONSENT AGENDA

The following Consent Calendar items are expected to be routine and noncontroversial. They will be acted upon by the City Council at one time without discussion. Any Council Member, Staff Member, or Citizen may request removal of an item from the Consent Calendar for discussion.

A. Waive Full Reading of Ordinances on Agenda
Recommendation: Waive Full Reading of Ordinances on Agenda

B. Commissioner/Committee Member Attendance Record
Recommendation: Receive and File

C. Approval of the Special Meeting minutes of January 7, 2026, January 20, 2026, January 21, 2026 and the Regular Meeting minutes of January 14, 2026.

Recommendation: To approve the Special Meeting minutes of January 7, 2026, January 20, 2026, January 21, 2026 and the Regular Meeting minutes of January 14, 2026.

D. Council Appointments to Various Local Agencies
Recommendation: To review the list of Agency Assignments, ratify the appointments and direct the City Clerk to notify the agencies of the respective appointments.

E. Approval of the Parks and Community Events Commission Support of the Esperanza Park Community Health Fair – 2026
Recommendation: To approve $500 from the Parks and Community Events Commission (PACE) FY 2025–2026 PACE Small Events Budget to support

4 the Esperanza Park Community Health Fair event for February 2026.

F. Reject Bids for the construction of Highway Safety Improvement Program (HSIP) Cycle 11A, 18 Unsignalized Intersection Upgrades Project (C08754)
Recommendation: To reject all bids received for the construction of the Highway Safety Improvements Program (HSIP) Cycle 11A, 18 Unsignalized Intersection Upgrades Project (C08754); and direct staff to readvertise for construction bids to ensure compliance with fair and competitive bidding practices.

G. Adopt a Resolution accepting the public improvements and certifying completion of private improvements in a portion of amended Tract No. 31774, "Campanile"' and releasing securities, WH Campanile 141, LLC:

Developer.

Recommendation: For the City Council adopt the Resolution accepting the public improvements and certifying completion of private improvements in a portion of Amended Tract No. 31774, authorizing the release of improvement agreement securities as described in the Resolution, and authorizing the Director of Public Works to file a Notice of Completion for the work.

H. Second Reading – Short-Term Rental Facilitator Reporting (SB 346) – C.C.M.C. Section 5.96.090
Recommendation: To provide second reading by title only and adopt an ordinance adding Section 5.96.090 to Chapter 5.96 of the Cathedral City Municipal Code to implement Senate Bill 346, the Short-Term Rental Facilitator Act of 2025.

I. Zoning Ordinance Amendment 25-0001 – A proposal of King’s Schools of the Desert to amend the Zoning Ordinance to allow schools in the RR (Resort Residential) zone district, subject to a conditional use permit.

Recommendation: To provide second reading, by title only, and adopt an ordinance approving Zoning Ordinance Amendment 25-0001 amending Section 9.24.030.B of Chapter 9.24 of Title 9 of the Cathedral City Municipal Code to add schools as a conditionally permitted use in the Resort Residential district.

4. PUBLIC HEARINGS

5. LEGISLATIVE ACTIONS

A. Traffic Signal Head Backplates Change Order Request for the HSIP Cycle 11C - Citywide Traffic Signal Hardware Upgrades Project (C08756)
Recommendation: To approve Change Order No. 1 to the contract with Econolite Systems, Inc., in the amount of $107,129.84; for the construction of HSIP 11C, Citywide Traffic Signal Hardware Upgrades Project (C08756); and, authorize a budget adjustment to the construction budget for the project, in the amount of $47,875.11; and, authorize the City Engineer to execute the

5 change order and issue the notice to proceed for this work.

B. Award Service Agreements for the Construction of the Cathedral City, Mountain Cathedrals Entryway Monument Project (C02601)
Recommendation:

Staff is presenting two (2) alternative recommendations for City Council consideration.

Option 1 (Recommendation for Solar Powered System)
To:
• Award a service agreement to Hoffman Steel Fabrication, Inc. in the amount of $69,431.00 for the fabrication and installation of the Cathedral City, Mountain Cathedrals Entryway Monument Project (C02601);
• Award a service agreement to Westcon Construction Services, Inc. in the amount of $24,500.00 for construction of the foundation for the Mountain Cathedrals Entryway Monument;
• Approve the proposal from Hot Purple Energy in the amount of $6,500.00 to upgrade the existing solar system and install electrical components; and
• Approve a fifteen percent (15%) contingency in the amount of $15,064.65 for unforeseen construction costs;
• Approve a budget amendment to Gas Tax (50%) and Measure A (50%) in the amount of $9,599.91 to establish a combined construction budget totaling $115,495.65 for the Cathedral City Mountain Cathedrals Entryway Monument Project (C02601); • Authorize the City Manager to execute the service agreements; and, • Authorize the City Engineer to execute the proposal with Hot Purple Energy, request bonds and insurances and issue notices to proceed.

Option 2 (Recommendation for Hard-Wired System)
To:
• Award a service agreement to Hoffman Steel Fabrication, Inc. in the amount of $69,431.00 for the fabrication and installation of the Cathedral City, Mountain Cathedrals Entryway Monument Project (C02601); and,
• Award a service agreement to Westcon Construction Services, Inc. in the amount of $24,500.00 for construction of the foundation for the Mountain Cathedrals Entryway Monument; and,
• Approve the proposal from Towers Electric in the amount of $24,582.15 for installation of underground conduits across East Palm Canyon Drive; and,
• Approve the proposal from Rhythm Electric LLC, in the amount of $5,050.00 for installation of power and electrical components for the mountain Cathedrals Entryway Monument; and,
• Approve a fifteen percent (15%) contingency in the amount of $18,534.47 for unforeseen construction costs; and,
• Approve a budget amendment to the Gas Tax (50%) and Measure A (50%) in the amount of $36,201.88 to establish a combined

6 construction budget totaling $142,097.62 for the Cathedral City, Mountain Cathedrals Entryway Monument Project (C02601); and, • Authorize the City Manager to execute the service agreements; and, • Authorize the City Engineer to execute proposals with Towers Electric and Rhythm Electric Inc., request bonds and insurances and issue notices to proceed.

6. DISCUSSION ON FUTURE AGENDA ITEMS
This is an opportunity for members of the City Council to request that, and for the City Council to discuss whether, one or more items should be added to the agenda of a future regular or special City Council meeting. To comply with the Brown Act, discussion should be limited to whether to add the item(s), and direction given to the City Manager regarding scheduling and prioritization of the item(s).

7. CLOSED SESSION

ADJOURNMENT

NOTES TO THE PUBLIC

The City of Cathedral City complies with the Americans with Disabilities Act of 1990. If you require special assistance to participate in this meeting, please call the City Clerk’s Office at (760) 770-0322 at least 48 hours prior to the meeting.

If you desire to address the City Council during the meeting, please complete a Request to Speak Form available at the entrance and present it to the City Clerk. Speakers will be called upon at the appropriate time.

When providing public comment during a Council Meeting, California Law may require speakers to disclose a campaign contribution made to an elected or appointed City Councilmember if speaking on certain projects or contracts to be acted upon by the City Council. Please use the following link to determine whether you have a legal obligation to disclose your campaign contribution: https://www.cathedralcity.gov/transparency

Written Comments will be accepted until 2:00 p.m. on the day of the meeting. Written comments may be submitted via email, letter, or other forms of written communication.

To email comments please email to [email protected].

Hard copies of written comments and any other document will be provided to the City Council and made available for the general public to review. All written comments received by the submission deadline will be made part of the official record. The meeting minutes will include: The name of the individual submitting the comment and a brief statement summarizing the content of the comment.

Submitted Written Comments will not be read into the record during the meeting.

Staff Report
City Council
Item No. 2.A
Meeting Date: January 28, 2026
From: Anne V. Ambrose, Interim City Manager
Title: Cathedral City Community Center Feasibility Study Update by Group 4 Architecture
RECOMMENDATION:

To receive an update and presentation on the Cathedral City Community Center Feasibility Study and provide input and direction on the preferred site and building program options.

BACKGROUND:

Part of the City’s 5-Year Strategic Plan is to conduct a cost and site analysis for a future community center.

In November 2024, City voters passed Measure W, which is forecasted to generate 5 million dollars annually, with 40% planned for the construction and operation of the future center.

In July 2025, the City Council voted to approve Group 4 Architecture & Research (Group 4) as the consultant to conduct the community center feasibility study. Since then, City staff has been working in concert with Group 4 to conduct the study.

In October 2025, Group 4 provided an informative in-depth presentation to the City Council on the status of the study, including sites that were being evaluated and the evaluation criteria. At that meeting, the City Council added two additional sites for staff review.

DISCUSSION:

Group 4 will provide an updated presentation on the following topics:

1. Schedule and Workplan

2. Project Engagement

3. Building and Site Program

4. Site Options

5. Site and Program Strategies

6. Financial Analysis
a. Capital Cost
1 b. Operational Cost

7. Discussion + Evaluation

8. Next Steps
As part of “Next Steps”, staff is requesting City Council provide input and direction on their preferred site and building program options (based on evaluation and analysis of the project goals/criteria matrix) and on the operational and capital cost analysis.

The study is projected to be completed in January 2026, with plans to brief the final results to City Council in February 2026.

FISCAL IMPACT:

None
FIVE-YEAR STRATEGIC PLAN:

Goal B – Community Investment
Action B-10 – Conduct site and cost analysis for our Community Recreation Center.

ATTACHMENTS:

None
2 Staff Report
City Council
Item No. 2.B
Meeting Date: January 28, 2026
From: Ryan Hunt, Communications & Events Manager & Matthew Levy, Enterprise Systems Analyst
Title: New City Website Reveal
RECOMMENDATION:

For presentation purposes only.

BACKGROUND:

The City's website serves as the primary digital gateway for residents, businesses, and visitors to access City services, information, and resources. The previous website was launched in 2008, with a minor update in 2016, and had not undergone a significant redesign project. After a comprehensive redesign process, the new website launched on January 22, 2025.

DISCUSSION:

The redesigned website represents the City's first major web overhaul since 2008. Over the years, the previous site had accumulated outdated content, broken links, redundant pages, and inconsistent formatting that made navigation increasingly difficult for users.

This project was a collaborative effort between the Communications and Information Technology departments. Matthew Levy, Enterprise Systems Analyst, played a critical role in the redesign, providing technical expertise and ensuring a smooth migration to the new Granicus platform. Staff conducted an extensive audit of the existing site, working with department heads and designated liaisons to archive obsolete materials, consolidate duplicate content, update department information, and restructure the site architecture to reflect how residents actually search for services.

A key feature of the new website is the Service Finder, a powerful tool functioning as a mini app for residents, allowing them to quickly find answers and resolve issues without navigating through multiple pages. This feature transforms how our community interacts with City services online, making it faster and easier for residents to get what they need. 1 Additional improvements include:
Modern, user-friendly interface with streamlined navigation Comprehensive content cleanup and removing outdated and redundant information Enhanced search functionality
Improved accessibility for users with disabilities (ADA compliance) Mobile-responsive design for seamless access on all devices Updated visual design reflecting the City's current brand identity Modernized event and news sections for better community engagement The website will continue to be refined based on user feedback and analytics, with training sessions for staff scheduled the week of February 2–6, 2026.

FISCAL IMPACT:

This is an informational item only.

FIVE-YEAR STRATEGIC PLAN:

This item supports Strategic Plan Goal D-4: Leverage technology to increase and improve online services, improve access to public information, and improve city capabilities to monitor, automate, and manage operational data remotely.

ATTACHMENTS:

None.
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9 Staff Report
City Council
Item No. 2.C
Meeting Date: January 28, 2026
From: John A. Corella, Director of Public Works
Title: Regional Climate Action Plan Update and Cathedral City Next Steps RECOMMENDATION:

For the City Council to receive a presentation providing an overview of the Regional Comprehensive Climate Action Plan document and provide direction to staff to begin the process of updating Cathedral City’s Climate Action Plan utilizing applicable regional data and strategies.

BACKGROUND:

In 2023, the U.S. Environmental Protection Agency (EPA) awarded a $1 million planning grant to develop a regional climate action plan for the San Bernardino–Riverside–Ontario metropolitan area. The grant was administered and submitted by the Coachella Valley Association of Governments (CVAG) as the regional lead agency, and the project was led by regional agencies, including CVAG, in coordination with participating cities across the region, including Cathedral City.

The grant funded two key planning documents:

1.Priority Climate Action Plan (PCAP) – focused on near-term, ready-to-implement actions. The PCAP was prepared and submitted by CVAG on behalf of the region to satisfy federal grant requirements and identify priority actions eligible for near-term implementation.

2.Comprehensive Climate Action Plan (CCAP) – a longer-term planning document that includes:
• Greenhouse gas (GHG) inventories.
• Emissions forecasts.
• Reduction targets aligned with state law.
• A menu of potential reduction strategies.
1 1
2 5
9 The CCAP was developed collaboratively with cities across the region, including Cathedral City, and incorporates local data, growth projections, and community input. Cathedral City provided data and participated in the regional planning process but retains full discretion over whether and how the information is used locally.

Important clarification: Participation in the regional planning effort does not require Cathedral City to adopt CCAP, implement any specific measures, or commit funding. Any local actions would require separate City Council consideration and approval.

DISCUSSION:

WHAT THE REGIONAL PLAN TELLS US ABOUT CATHEDRAL CITY
The Regional Comprehensive Climate Action Plan includes a detailed greenhouse gas (GHG) inventory and emissions forecast specific to Cathedral City, based on local population, housing, employment, and land use data.

Current Emissions Profile (2023 Baseline)
The analysis shows that Cathedral City’s greenhouse gas emissions are primarily driven by:
•On-road transportation, which accounts for nearly half of total community-wide emissions. This includes both light-duty and heavy-duty vehicles. •Building energy use, including residential and commercial electricity and natural gas consumption.
•Off-road equipment, such as construction and landscaping equipment, which represents a smaller but notable share of emissions.

Together, these sectors represent the majority of the City’s emissions and indicate where future reduction strategies are most likely to have the greatest impact.

Growth and Future Emissions
The regional plan also accounts for expected growth in Cathedral City:
• Population is projected to increase modestly by 2030 and more significantly by 2045. • Household and employment growth are expected to outpace population growth, which has implications for energy use, transportation demand, and infrastructure needs.

Without action, greenhouse gas emissions are projected to increase over time as the city grows.

Reduction Targets and Performance
Consistent with State law, Cathedral City has a target of reducing greenhouse gas emissions by 30 percent by 2030, measured on a service population basis (population plus employment). The regional analysis indicates that:
• With the combination of existing state programs and locally selected measures, Cathedral City is on track to meet its 2030 reduction target. 2 1
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9 • Transportation, building energy, and solid waste strategies provide the greatest reduction potential.
• Continued progress beyond 2030 will require additional state, regional, and local efforts to align with California’s long-term goal of carbon neutrality by 2045.

How This Information Helps the City
This analysis provides Cathedral City with:
• A clear baseline for measuring progress.
• An understanding of which sectors matter most.
• Data that can inform future policy, infrastructure, and funding decisions.

Using this information to update the City’s Climate Action Plan allows Cathedral City to plan for growth while managing emissions in a way that supports air quality, public health, and long-term cost efficiency.

WHY THIS MATTERS TO CATHEDRAL CITY
Updating the City’s Climate Action Plan is important for several reasons:

1.Regulatory Alignment: California law requires cities to plan for greenhouse gas reductions. An updated CAP helps demonstrate compliance with state climate goals and supports land use and environmental review decisions.

2.Grant Eligibility: Many state and utility funding programs require an adopted or updated CAP to qualify for:
a. Infrastructure funding.
b. Energy efficiency programs.
c. Fleet electrification and EV charging.
d. Sustainability and resilience projects.

3.Local Control: Updating the City’s CAP allows Cathedral City to:
a. Choose strategies that make sense locally.
b. Align climate goals with existing priorities such as public health, air quality, and cost savings.
c. Avoid a one-size-fits-all approach.

4.Use of Existing Work: The regional CCAP provides technical analysis at no cost to the city, reducing the time and expense of starting from scratch.

Collectively, the regional analysis offers Cathedral City a set of no-cost, data-driven tools 3 1
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9 that can support a future update to the City’s Climate Action Plan.

CATHEDRAL CITY’S RECOMMENDED NEXT STEP
Staff recommends that Cathedral City:
• Use the regional CCAP data as a technical foundation. • Update the City’s local Climate Action Plan.
• Tailor reduction measures to reflect City priorities, feasibility, and funding opportunities.

This approach allows the City to benefit from the regional effort while maintaining full local decision-making authority.

WHAT THIS ITEM DOES NOT DO
For clarity, this Study Session:
• Does not commit the city to specific projects.
• Does not require adoption of the regional plan.
• Does not require immediate funding decisions.

Those discussions would occur later, as part of a separate CAP update process brought to Council for consideration.

NEXT STEPS
If Council is supportive of this direction, staff would return at a later date with:
• A proposed scope and timeline for updating Cathedral City’s CAP. • Cost estimates and potential funding sources.
• Opportunities for community input.
• An outline of how the Climate Action Plan update could advance Strategic Plan Action Item B-1 by incorporating an Electric Vehicle Transition Plan that aligns with upcoming state mandates, considers publicly accessible charging infrastructure, and reflects coordination with CVAG and other Coachella Valley cities.

Any proposed updates would be brought back to City Council for review and approval.

FISCAL IMPACT:

There is no fiscal impact associated with receiving this information. The regional planning work was funded through a federal EPA grant.
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9 FIVE-YEAR STRATEGIC PLAN:

GOAL B - COMMUNITY INVESTMENT
Action Item: B-1
Develop an Electric Vehicle transition plan to comply with upcoming state mandates and include consideration of providing publicly accessible charging stations.

Work with CVAG and other Coachella Valley Cities to develop a Climate Action Plan that includes an Electric Vehicle Transition Plan as a key component.

ATTACHMENTS:

1. CVAG Staff Report (November 13, 2025) and Regional CAP 5 ITEM 7A
Coachella Valley Association of Governments
Energy & Sustainability Committee
November 13, 2025

STAFF REPORT

Subject: Climate Pollution Reduction Act Program – Regional Comprehensive Climate Action Plan

Contact: Jacob Alvarez, Program Manager ([email protected]) Recommendation: Receive and file the San Bernardino-Ontario-Riverside Metropolitan Statistical Area’s Comprehensive Climate Action Plan
Background: In fall 2023, the U.S. Environmental Protection Agency’s (EPA) Climate Pollution Reduction Grant (CPRG) planning grant program provided flexible support and funding to the San Bernardino-Ontario-Riverside metropolitan statistical area (MSA) to design climate action plans. The $1 million grant for these planning activities was given to the San Bernardino County Transportation Authority (SBCTA)/Council of Governments (SBCOG), which collaborated with the Western Riverside Council of Governments (WRCOG) and CVAG to complete the work. These three councils of governments also collaborate on the Inland Regional Energy Network (I-REN).

There are two major components of the CPRG Planning grant. The first was a Priority Climate Action Plan (PCAP) for the region. Beginning in 2023, SBCOG, WRCOG, and CVAG staff collaborated to develop this regional PCAP, which identified near-term, high-priority, and implementation-ready measures to reduce greenhouse gas (GHG) pollution and an analysis of GHG emissions reduction that would be achieved through implementation. The PCAP was submitted to the EPA in March 2024.

The second significant component of the grant – and the focus of this staff report – was the development of a Comprehensive Climate Action Plan (CCAP) and greenhouse gas inventory (GHG).

CVAG staff began member jurisdiction outreach in June 2024 in partnership with SBCOG’s consultant, ICF. A working group of member jurisdictions requested agency level and community-wide utility data for GHG inventories, reviewed GHG mitigation measures, and coordinated with CVAG to conduct community engagement through a public survey, which circulated a GHG emissions community survey in English and Spanish via community partners, agency website and social media. Through these efforts, staff received 673 responses from the 10 CVAG cities represented in the CCAP. The survey showed most residents were concerned about improving air and water quality and increasing cost-effectiveness and savings, such as lower utility bills.

Shortly after the PCAP was completed, the project team kicked off the CCAP process. The CCAP must be submitted to the EPA by December 1, 2025. The CCAP includes the following elements:
• Comprehensive GHG inventory at the MSA, regional (SBCOG, WRCOG, and CVAG), and individual jurisdiction level (including all CVAG cities); • GHG emissions projections for 2030 and 2045 at the MSA, regional, and jurisdictional levels; • GHG reduction targets aligned with California legislation; 6 • Quantified GHG reduction measures;
• Benefits analysis, which includes an air quality analysis; • Review of authority to implement;
• Funding identification; and
• Workforce planning analysis
CVAG member jurisdictions’ staffs were engaged regularly throughout the process to keep them informed of progress and provided opportunities to provide input and feedback, particularly related to the GHG inventory, projections and reduction measures. For the GHG inventory and projections, the consultant team used two separate socioeconomic datasets from the Riverside County Transportation Model (RIVCOM) and the California Department of Finance, and each jurisdiction selected the most appropriate dataset for their city.

CVAG jurisdiction staffs were also given the opportunity to select relevant GHG reduction measures.

There was a total of 34 measures across six key emission sectors, which are building energy, on-road transportation, offroad transportation, solid waste, agriculture, and water and wastewater. These include measures such as building electrification, electric vehicle infrastructure, solid waste diversion, urban tree planting, wastewater equipment upgrades, and water conservation. The GHG reduction measures are described in detail in the CCAP.

Based on the analysis in the CCAP, with implementation of state, regional and local measures identified in the CCAP, all cities within CVAG are expected to reduce GHG emissions by 30 percent from 2023 levels by 2030 on service population basis. For 2045, the state has an overall net zero emissions goal, which would require even further state, regional, and local reduction effort beyond that identified in the CCAP.

None of CVAG’s member jurisdictions are required to adopt this plan. However, technical analysis and the CCAP mitigation measures can be used by CVAG’s member jurisdictions to support their own local planning efforts. Cities may decide to update their local climate action plan using the information in the CCAP. Cities can also use the CCAP information for grant proposals to help support local sustainability planning and initiatives that can help reduce GHG emissions while achieving other important local priorities. While federal funding for climate-related GHG reduction efforts has been reduced under the current administration, there remains state funding and utility funding opportunities to help defray the cost of implementing many of the local GHG measures.

With this item, Rich Walter from ICF will provide an overview of the CCAP efforts. Following the presentation, staff recommends receiving and filing the San Bernardino-Ontario-Riverside MSA Comprehensive Climate Action Plan (CCAP) as the final deliverable for the CPRG planning grant. This action will allow CVAG and its member jurisdictions to leverage the CCAP's technical analysis and mitigation measures for local planning efforts and to pursue future state and utility funding opportunities.

Fiscal Analysis: There is no additional cost to CVAG for this report. The costs of the services of consultants are covered through EPA’s CPRG Grant Award provided SBCOG.

Attachments: San Bernardino-Ontario-Riverside MSA Comprehensive Climate Action Plan and Appendices: https://cvag.org/wp-content/uploads/2025/11/CCAP-and-Appendices.pdf

7 Riverside−San Bernardino−Ontario MSA October 31, 2025

Comprehensive Climate Action Plan

Coachella Valley Association of Governments, San Bernardino County Transportation Authority, and Western Riverside
Council of Governments
Riverside-San
Bernardino-Ontario MSA

8 Riverside−San Bernardino−Ontario MSA i October 31, 2025 Comprehensive Climate Action Plan

The preparation of the Comprehensive Climate Action Plan was funded by the United States Environmental Protection Agency’s (EPA) Climate Pollution Reduction Grant (CPRG). The fund was administered by SBCTA, the lead organization for the planning grant. 9 Riverside−San Bernardino−Ontario MSA ii October 31, 2025 Comprehensive Climate Action Plan

Acknowledgements

The preparate of the Comprehensive Climate Action Plan was funded by the Environmental Protection Agency (EPA) Climate Pollution Reduction Grant (CPRG). The fund was administered by SBCTA, the lead organization for the planning grant.

Sub-Regional Planning Organizations
Coachella Valley Association of Governments (CVAG)
San Bernardino Council of Governments (SBCOG)

Riverside Council of Governments (WRCOG)
Coordinating Entities
Southern California Association of Governments (SCAG)

Mojave Desert Air Quality Management District (MDAQMD)
South Coast Air Quality Management District (SCAQMD)
With Assistance from the Consultant Team
ICF
Environmental Science Associates (ESA)
Fehr & Peers

10 Riverside−San Bernardino−Ontario MSA iii October 31, 2025 Comprehensive Climate Action Plan

Acronyms
BAU: Business-as-Usual
CAP: Climate Action Plan
CARB: California Air Resource Board
CBO: Community-Based Organization
CCAP: Comprehensive Climate Action Plan
CEQA: California Environmental Quality Act
CPRG: Climate Pollution Reduction Grants
CVAG: Coachella Valley Association of Governments
DCFC: Direct Current Fast Chargers
EPA: Environmental Protection Agency
EVCS: Electric Vehicle Charging Stations
GGRF: Greenhouse Gas Reduction Fund
GHG: Greenhouse Gas
HAPs: Hazardous Air Pollutants
IID: Imperial Irrigation District
IRA: Inflation Reduction Act
IREN: Inland Regional Energy Network
ISC3: Inland Southern California Climate Collaborative
MSA: Metropolitan Statistical Area
MTCO2e: Metric Ton of Carbon Dioxide Equivalent
OGVs: Oceangoing Vessels
PCAP: Priority Climate Action Plan
POU: Publicly Owned Utility
SBCOG: San Bernardino Council of Governments
SBCTA: San Bernardino County Transportation Authority
SCAG: Southern California Association of Governments
SCE: Southern California Edison
VERA: Voluntary Emission Reduction Agreement
VMT: Vehicle Miles Travelled
WRCOG: Western Riverside Council of Governments
ZEV: Zero-emission Vehicle
11 Riverside−San Bernardino−Ontario MSA iv October 31, 2025 Comprehensive Climate Action Plan

TABLE OF CONTENTS
Comprehensive Climate Action Plan
Acknowledgements ........................................................................................................................ ii Acronyms ...................................................................................................................................... iii Executive Summary ................................................................................................................ ES-1 Existing GHG Inventories and Climate Action Plans ....................................................... ES-1 GHG Targets ..................................................................................................................... ES-3 2045 Subregional Assessments ......................................................................................... ES-5 GHG Emission Reduction Actions ................................................................................... ES-5 Summary of CCAP engagement ....................................................................................... ES-5 CPRG Steering Committee ..................................................................................... ES-6 Engagement with Municipalities and Stakeholder Agencies .................................. ES-6 Public Engagement ................................................................................................. ES-6 CCAP Elements/Document Organization......................................................................... ES-6 Chapter 1 ..................................................................................................................................... 1-1 CPRG Overview ................................................................................................................. 1-1 CPRG Purpose .......................................................................................................... 1-1 MSA Background ..................................................................................................... 1-1 Policy and Regulatory Background .......................................................................... 1-5 Approach to Developing the CCAP .................................................................................... 1-9 Existing Climate Action in the Region ............................................................................. 1-10 Chapter 2 ..................................................................................................................................... 2-1 Greenhouse Gas Inventories, Projections, and Reduction Targets ..................................... 2-1 CVAG ....................................................................................................................... 2-2 Unincorporated Riverside County ............................................................................ 2-8 SBCOG ..................................................................................................................... 2-9 WRCOG.................................................................................................................. 2-16 Entire Region (MSA) .............................................................................................. 2-23 Chapter 3 ..................................................................................................................................... 3-1 GHG Reduction Measures .................................................................................................. 3-1 State Measures Summary.................................................................................................... 3-1 Energy-State-SB100: Renewables Portfolio Standard .............................................. 3-2 Energy-State-SB350: SB 350 Clean Energy and Pollution Reduction Act .............. 3-2 Energy-State-T24: Title 24 Standards for Non-Residential and Residential Buildings ....................................................................................................... 3-2 AB 1470 (Huffman) Solar Water Heaters ................................................................ 3-3 Co-Generation Facilities ........................................................................................... 3-3 AB 1493 (Pavley I and II) Greenhouse Reductions from New Passenger Vehicles ......................................................................................................... 3-4 SB 1383 Methane Capture ........................................................................................ 3-4 Recycling and Waste Diversion Mandates ............................................................... 3-5 Water Conservation Mandates .................................................................................. 3-5 California Solar Mandate .......................................................................................... 3-6 Regional Measures Summary ............................................................................................. 3-7 Light Duty Electric Vehicle Infrastructure ............................................................... 3-7 Building Decarbonization ....................................................................................... 3-14 Goods Movement Decarbonization ........................................................................ 3-20 12 Riverside−San Bernardino−Ontario MSA v October 31, 2025 Comprehensive Climate Action Plan

CVAG Measures ............................................................................................................... 3-25 Meeting GHG Reduction Targets ........................................................................... 3-57 Unincorporated Riverside County Measures .................................................................... 3-61 Meeting GHG Reduction Targets ........................................................................... 3-71 SBCOG Measures ............................................................................................................. 3-72 Meeting GHG Reduction Targets ......................................................................... 3-109 WRCOG Measures ......................................................................................................... 3-111 Meeting GHG Reduction Targets ......................................................................... 3-140 Chapter 4 ..................................................................................................................................... 4-1 Co-benefits Analysis ........................................................................................................... 4-1 California Priority Populations for Climate Investments .......................................... 4-1 Vulnerability Assessment ......................................................................................... 4-2 Co-Benefits to CCAP Measures ............................................................................... 4-7 GHG Reduction Measure Co-Benefits Analysis .................................................... 4-10 Chapter 5 ..................................................................................................................................... 5-1 Workforce Planning Analysis ............................................................................................. 5-1 Methods .................................................................................................................... 5-1 Building Energy ........................................................................................................ 5-1 On-Road Transportation ........................................................................................... 5-4 Off-Road Transportation ........................................................................................... 5-7 Solid Waste ............................................................................................................... 5-8 Agriculture ................................................................................................................ 5-9 Water and Wastewater ............................................................................................ 5-10 Chapter 6 ..................................................................................................................................... 6-1 References ........................................................................................................................... 6-1 13 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA ES-1 October 31, 2025 Comprehensive Climate Action Plan

Executive Summary
This Comprehensive Climate Action Plan (CCAP) serves as a detailed roadmap for reducing greenhouse gas (GHG) emissions across the Riverside-San Bernardino-Ontario metropolitan statistical area (MSA), which includes the Counties of Riverside and San Bernardino, California.

The CCAP is intended to show pathways for meeting 2030 and 2045 GHG reduction targets and does not have the effect of law or a policy mandate. Three regional government organizations represent the city and county governments in the MSA for the purposes of the CCAP: Coachella Valley Association of Governments (CVAG), San Bernardino Council of Governments (SBCOG), and Western Riverside Council of Governments (WRCOG). The CCAP builds on the MSA’s Priority Climate Action Plan (PCAP)1 and from a strong foundation of state, regional, and local policies, as well as GHG inventories and existing climate action plans (CAPs) that have been developed by these and other sub-regional government agencies, as well as local governments throughout the region. The lead organization for purposes of the Climate Pollution Reduction Grant (CPRG) Planning Grant Program is the San Bernardino County Transportation Authority (SBCTA)/San Bernardino Council of Governments (SBCOG).2 Henceforth, it will be referred to as SBCOG.

Existing GHG Inventories and Climate Action Plans
Many local jurisdictions in California have aligned with the state’s GHG targets (e.g., 2030 and 2045) by developing local GHG inventories and CAPs. The state’s latest scoping plan (2022) for addressing greenhouse gas emissions emphasized that when establishing GHG reduction targets, local governments should consider their respective share of the statewide reductions necessary to achieve the state’s long-term climate target for each target year, and to best support those overall goals.3 The California Air Resource Board (CARB) recommends that jurisdictions focus on developing locally appropriate, plan-level targets that align with the California trajectory to carbon neutrality.

The foundation of existing CAPs in the region includes the Western Riverside Subregional CAP originally completed by WRCOG in 2014 and updated in 2022, and the San Bernardino Regional Greenhouse Gas Reduction Plan originally completed by the SBCTA/SBCOG in 2014 and updated in 2021. The County of Riverside completed a Climate Action Plan in 2015 with an update in 2019. More than 25 local CAPs have been completed in the region since 2010, including seven in the WRCOG subregion, eight in the SBCOG subregion, and ten in the CVAG subregion. The Subregional CAPs developed for the SBCOG and WRCOG subregions, in addition to the County of Riverside CAP, include emissions targets that align with the California goal of reducing emissions levels statewide to 40 percent below 1990 levels by 2030. Neither the SBCOG nor the WRCOG CAPs, however, provide emissions targets beyond 2030.

1 SBCOG, 2024
2 SBCTA and SBCOG are a dual entity, with transportation being the focus of SBCTA. In 2016, the agency sponsored Senate Bill 1305 (Morrell), consolidating the County Transportation Commission, local transportation authority, service authority for freeway emergencies and local congestion management agency into a single entity, San Bernardino County Transportation Authority. The bill passed through both houses and was signed by the Governor in August 2016; it became effective January 1, 2017. San Bernardino Associated Governments continues as a Joint Powers Authority functioning as a Council of Governments (SBCOG). 3 CARB, 2022a
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Often operating in conjunction with climate action planning, GHG inventories serve to track GHG emissions within a defined geographic region and serve as the basis for establishing emissions forecasts and reduction targets. GHG inventories for the member jurisdictions of SBCOG and WRCOG were recently updated when the subregional CAPs were updated for those subregions, while a new subregional GHG emissions inventory was created for the CVAG subregion as part of this CCAP. These subregional GHG inventories, along with the County of Riverside GHG inventory, are summarized below by sector in Table ES - 1 and Figure ES-1, as well as an estimate of total emissions for the region in million metric tons of carbon dioxide equivalent (MTCO2e).4 The totals by sector indicate that on-road transportation contributes the largest share of regional emissions, at 47 percent, followed by building energy (consumption of natural gas and electricity) at 36 percent, agriculture at 7 percent, solid waste disposed at landfills at 6 percent, mobile offroad equipment at 2 percent, and water and wastewater treatment at less than 1 percent each. WRCOG quantified emissions from commuter rail, which contributes less than one percent of total regional GHG emissions. Riverside County quantified aviation emissions for aircraft trips within Riverside County, which comprised less than 1 percent of total regional GHG emissions. The inventory results indicate clearly that the biggest opportunities to achieve deep reductions in regional GHG emissions are within the on-road transportation and building energy sectors, which both play a critical role in the regional economy.

The GHG reduction measures found in the MSA’s existing local and subregional CAPs, as well as the collective subregional GHG inventories, inform the efforts of this CCAP. The CCAP builds on the existing measures to establish a more cohesive, regional approach to reducing GHG emissions. The PCAP laid the groundwork for the CCAP and offered an initial list of local and regional measures for reducing emissions. The CCAP will utilize frameworks and plans from the PCAP while also building on them to advance long term climate action and sustainability across the MSA.

4 For comparison purposes, the inventory summaries in ES-1 include the sectors that were included for all subregions.

Figure ES-1 GHG Emissions by Sector for the Entire Region On-Road Vehicles
Building Energy
Agriculture
Solid Waste Management
Off-Road Equipment
Water Transport, Distribution, and
Treatment
Wastewater Treatment
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Table ES - 1
GHG Emissions by Sector (MTCO2e) for Entire Region (MSA) Sector CVAG
(2023)
SBCOG
(2016)
WRCOG
(2017)
Unincorporated
Riverside
County (2017) 5
Region
Total
% of
Region total
On-Road Vehicles 1,550,113 8,223,640 3,862,079 1,766,784 15,402,616 46.74% Building Energy 1,464,682 5,649,589 3,670,257 1,188,139 11,972,667 36.33% Agriculture 1,405 559,685 85,846 1,670,954 2,317,890 7.03% Solid Waste Management 250,020 1,074,629 493,433 204,365 2,022,447 6.14% Off-Road Equipment 157,570 247,911 362,752 3,883 772,116 2.34% Water Transport, Distribution,
and Treatment
28,135 146,750 93,971 N/A 268,856 0.82%
Wastewater Treatment 15,343 70,039 28,477 44,606 158,465 0.48% Aviation N/A N/A N/A 26,786 26,786 0.08%
Commuter Rail N/A N/A 13,704 N/A 13,704 0.04%
Total 3,467,267 15,972,243 8,610,519 4,905,517 32,955,546 100.00% Note: Totals may not add up due to rounding.

GHG Targets
GHG targets for 2030 were established for the individual cities that are incorporated in the MSA and for the unincorporated portions of Riverside County. The targets are not uniform and are either mass-based or as a unit per service population. GHG targets for 2045 were not established at a city-level. Rather, the 2045 GHG target was evaluated at subregional levels and at a regional level. In both target-years, the GHG targets are consistent with California-mandated statewide GHG targets. The targets are detailed in the respective subregional sections of Chapter 2 and the 2030 GHG targets for the subregions are summarized below in Table ES - 2 through Table ES -

5. Table ES - 2
CVAG Cities 2030 GHG Reduction Targets
Jurisdiction GHGs in 2023 a GHG Target in 2030 b GHGs in 2030 a Forecasted to Meet Target?
Blythe * 76,649 MTCO2e 53,413 MTCO2e 47,747 MTCO2e Yes
Cathedral City * 4.37 MTCO2e/SP 3.05 MTCO2e/SP 3.04 MTCO2e/SP Yes Coachella ** 4.47 MTCO2e/SP 5.13 MTCO2e/SP 2.86 MTCO2e/SP Yes Desert Hot Springs * 4.36 MTCO2e/SP 3.04 MTCO2e/SP 2.95 MTCO2e/SP Yes Indian Wells * 13.72 MTCO2e/SP 9.56 MTCO2e/SP 9.44 MTCO2e/SP Yes Indio ** 5.33 MTCO2e/SP 4.20 MTCO2e/SP 3.28 MTCO2e/SP Yes La Quinta ** 384,583 MTCO2e 359,538 MTCO2e 263,965 MTCO2e Yes Palm Desert * 7.56 MTCO2e/SP 5.27 MTCO2e/SP 5.14 MTCO2e/SP Yes Palm Springs ** c 574,219 MTCO2e 297,430 MTCO2e 427,601 MTCO2e No Rancho Mirage * 10.32 MTCO2e/SP 7.19 MTCO2e/SP 6.95 MTCO2e/SP Yes NOTE:
a – GHG calculations are based on socioeconomic data from Department of Finance or Riverside County as described in Chapter 1 . b – GHG targets were selected by the individual cities; some were established prior to the PCAP/CCAP work, some were identified i n this work. c – Under this analysis, Palm Springs is not currently forecasted to meet its GHG reduction goal of 40% below 1990 levels by 2030 , which equates to 297,430 MTCO2e, based on the City’s 2021 Climate Action Roadmap. Achieving this goal based on the most recent GHG inventory (2023) would require a 52 percent reduction in total emissions.
* Based on DOF socioeconomic data.
** Based on RIVCOM socioeconomic data.

5 County of Riverside, 2019
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Table ES - 3
Unincorporated Riverside County GHG Emissions Reduction Targets GHG Targets 2020 2030 2045 a
State-Aligned Target (% change from 1990) 0 -40% -85%
State-Aligned Target (% change from 2008) -15% -49% -86% b State-Aligned Target (MTCO₂e) 5,960,997 3,576,598 981,811 Forecasted to Meet Target? Yes No No
NOTES:
a – Interpolated based on the Riverside County CAP calculations through 2050 b – Calculated based on State GHG inventory data for 2008 and AB 1279 GHG target for 2045. Specifically, California GHG inventory for 1990 is 431 MMTCO2e and 478.8 MMTCO2e for 2008. The 2008 GHG emissions would need to be reduced by 86 percent to a achieve the AB 1279 GHG target of 64.65 MMTCO2e.

Table ES - 4
SBCOG Jurisdictions’ Emissions Reductions Targets
Jurisdiction Baseline
Level
Planned 2030 Reductions
(MTCO2e)
Forecasted to
Meet Target
with Plan?
Adelanto 2020 BAU 40% Yes
Apple Valley 2005 40% Yes
Barstow 2020 BAU 40% Yes
Big Bear Lake 2008 32% Yes
Chino 2008 46% Yes
Chino Hills 2008 35.1% Yes
Colton 2008 46% Yes
Fontana 2008 46% Yes
Grand Terrace 2020 BAU 42% Yes
Hesperia 2020 BAU 40% Yes
Highland 2016 40% Yes
Loma Linda 2008 25% Yes
Montclair 2016 42% Yes
Needles 2020 BAU 35.9% Yes
Ontario 2016 40% Yes
Rancho Cucamonga 2016 40% Yes
Redlands 2008 35.1% Yes
Rialto 2016 40% Yes
San Bernardino 2016 40% Yes
Twentynine Palms 2008 46% Yes
Upland 2016 40% Yes
Victorville 2008 40% Yes
Yucaipa 2008 46% Yes
Yucca Valley 2020 BAU 40% Yes
Unincorporated San Bernardino
County
2020 BAU 40% Yes
SOURCE: San Bernardino County Greenhouse Gas Reduction Plan (2021)

Table ES - 5
WRCOG Cities: GHG Reductions Needed from Local Measures to Achieve 2030 Target Based on Service Population Metric
Local Measures by Sector 2030 Regional Performance Goal 2030 Reduction Potential (MTCO2e/year)
Energy
LE-1 Expand Local Renewable Energy
Production
10% of total electricity demand
generated by local solar PV systems 182,303
LE-2 Community Choice/Utility Renewable
Electricity
75% of the population purchases 100%
renewable electricity 246,109 a
LE-3 Improve Energy Efficiency of Existing
Buildings
10% of existing buildings undertake
measures to reduce energy use by 25% 79,374
LE-4 Building & Appliance Electrification Reduce natural gas use in existing buildings by 15% 3,788
Transportation
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Table ES - 5
WRCOG Cities: GHG Reductions Needed from Local Measures to Achieve 2030 Target Based on Service Population Metric
Local Measures by Sector 2030 Regional Performance Goal 2030 Reduction Potential (MTCO2e/year)
LT-10 Expand ZEV Infrastructure and
Support ZEV Purchases
Increase ZEV adoption by 10% over
California’s statewide fleet mandates 231,028
Total Local Reductions Anticipated b 742,602
Total Local Reductions Needed (from Table 3-38) 735,676 Forecasted to Meet Target? Yes
NOTE:
a – Reductions from LE-1 (local solar PV) accounted for prior to quantification of LE -2 (i.e., avoids double counting). b – Totals may not add up due to rounding.

2045 Subregional Assessments
Achieving a 2045 GHG reduction target consistent with AB 1279 will require substantial reductions from a combination of state, regional, and local measures. Each subregion modeled the potential GHG reductions from the actions identified in this CCAP and its impact on making progress toward a state-aligned 2045 target. To achieve this target as a region, key strategies include a region-wide commitment to 100 percent renewable electricity and building energy efficiency upgrades. In addition, the electrification of buildings and transportation will be particularly important to achieving a state-aligned 2045 target. Each subregion discusses the effort required to meet its 2045 target, and WRCOG provides a city-specific analysis. Many of these measures are consistent with state policy direction and discussed in CARB’s 2022 Climate Change Scoping Plan Update.

GHG Emission Reduction Actions
GHG emission reduction actions include those from the state of California, regional measures applied across the MSA, subregional measures identified by SBCTA/SBCOG, WRCOG, CVAG, unincorporated Riverside County, and local measures identified by local jurisdictions. Local GHG emissions reduction actions were selected through review of existing climate action plans in the MSA, coordination with local jurisdictions, and development of new local measures in partnership with local jurisdictions. In addition, some actions were identified through stakeholder engagement and surveying where individual cities did not have existing climate action plans.

These actions and their quantification are summarized in the respective subregional sections of Chapter 3 below.

Summary of CCAP engagement
The focus of the CCAP engagement process was directed towards forging connections with, and gaining feedback from, key stakeholders in San Bernardino and Riverside counties through targeted channels.

Engagement activities included building on SBCOG’s and WRCOG’s regional climate action planning engagement efforts as well as engagement efforts around other, climate-related programs and projects to enhance community-based organization (CBO) reach and input.

Existing CAPs throughout the MSA were reviewed to identify community feedback from 18 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA ES-6 October 31, 2025 Comprehensive Climate Action Plan

communities that could be integrated into the CCAP. Engagement activities during CCAP development included a public survey published in English and Spanish, participation in municipal meetings and agency committees throughout the region, events with city staff and elected officials, and one-on-one meetings with stakeholders. Much of the CCAP engagement was informed by the PCAP engagement, which included a Steering Committee, and municipalities and stakeholder agencies.

CPRG Steering Committee
• The CPRG Steering Committee, comprising regional, county, and local agencies, was established to facilitate regional coordination, gather input, and engage with a range of stakeholders and decision-makers during the development of the PCAP and CCAP.

Engagement with Municipalities and Stakeholder Agencies • SCAG actively engaged in municipal meetings and collaborated with agency committees across the region, which facilitated information gathering and feedback from local government staff and elected officials for the PCAP. Engagement activities included informational presentations, discussion groups, stakeholder sessions, one-on-one meetings, and in-person convenings and were used to inform the CCAP. • CVAG held monthly CCAP meetings with its jurisdiction members and facilitated information gathering and feedback from local government staff. Engagement activities included informational presentations, one-on-one meetings, write-in feedback, and GHG reduction measure selection.

Public Engagement
• CVAG published a public survey in English and Spanish to gauge the priorities of residents living in CVAG member jurisdictions. CVAG jurisdictions helped to promote the survey, which received over 670 responses. The responses to the surveys helped jurisdictions to make informed decisions about GHG reduction measure selection.

CCAP Elements/Document Organization
The CCAP is organized into six chapters and six appendices that provide additional detail on topics covered in the CCAP. A summary of each component of the CCAP is presented below.

Chapter 1 – CPRG Overview. This chapter introduces the Riverside−San Bernardino−Ontario MSA and the history of climate action planning in the region. Chapter 1 provides a brief overview of the purpose of the CCAP and the overall Climate Pollution Reduction Grant (CPRG) project, describes the current policy and regulatory setting, and provides a brief overview of the exiting CAPs within the CVAG, SBCOG, and WRCOG subregions.

Chapter 2 – Greenhouse Gas Inventories, Projections, and Reduction Targets. This chapter presents a summary of the most recent GHG inventories developed by each subregion in the Riverside−San Bernardino−Ontario MSA, including a new baseline GHG inventory for CVAG, which did not have recent uniform updated inventories for the different jurisdictions.

It also contains the GHG emissions projections for each subregion for 2030 and 2045, and summarizes GHG reduction targets.
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Chapter 3 – GHG Reduction Measures. This chapter presents the priority regional measures for the Riverside−San Bernardino−Ontario MSA as well as a comprehensive summary of additional GHG reduction measures identified for each of the WRCOG, SBCOG, and CVAG subregions categorized by state and local actions. This chapter also includes a discussion of how the jurisdictions will meet the GHG targets and what additional GHG emissions reductions actions could be explored.

Chapter 4 – Co-Benefits Analysis. This chapter identifies areas across the MSA that are disproportionately affected by multiple pollution sources and sensitive population characteristics and emphasizes the importance of investing in projects that benefit these priority populations to reduce GHG emissions while providing environmental, economic, and public health co-benefits.

Chapter 5 – Workforce Planning Analysis. This chapter presents an analysis of anticipated workforce shortages that could prevent the MSA from achieving the GHG reduction targets and related measures. It also identifies potential solutions and key partners at the state, regional, and local levels needed to address those challenges.

Chapter 6 – References.

Appendix A – CVAG Local Profiles. This appendix contains the city profiles for the participating CVAG jurisdictions. City profiles contain individual jurisdictions’ GHG inventories, projections, and GHG reduction targets. In addition, they list the various measures that each jurisdiction selected and the overall GHG reduction potential.

Appendix B – WRCOG Local GHG Reduction Measures. This appendix includes tables of GHG reduction measures found in 7 existing local Climate Action Plans in the WRCOG region developed by the cities of Beaumont, Corona, Lake Elsinore, Murrieta, Moreno Valley, and Riverside, as well as the County of Riverside.

Appendix C – GHG Quantification Methods. This appendix describes the methods used to develop the greenhouse gas inventories for each of the CVAG, SBCOG, and WRCOG subregions, as well as the methods used to estimate GHG emissions reductions for the CCAP’s priority regional measures.

Appendix D − Authority to Implement and Intersection with Other Funding Availability.

This appendix provides a review of authority for the primary supporting agencies responsible for implementing the GHG reduction measures within the MSA. It also provides a summary of funding available to pursue objectives of the CCAP.

Appendix E – Workforce Development Programs. This appendix provides information on the various existing workforce development programs in the region.

Appendix F – Engagement Summary. This appendix provides an overview of the diverse engagement activities conducted during the development of the CCAP. This includes various engagement activities within the MSA, including collaboration with the Steering Committee, municipalities, and Community Based Organizations.
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Chapter 1
CPRG Overview
CPRG Purpose
Through the Inflation Reduction Act of 2022 (IRA), Congress provided funding to the Environmental Protection Agency (EPA) to reduce greenhouse gas (GHG) emissions throughout the country via the Climate Pollution Reduction Grant (CPRG) program. Through the CPRG program, EPA is supporting state, territory, tribal, and local actions to reduce GHG emissions and associated criteria and toxic air pollution by deploying new technologies, operational efficiencies, and solutions that will transition America to a low-carbon economy justly. The first phase of the CPRG program was the development of a Priority Climate Action Plan (PCAP)6, which serves as a high-level planning exercise for reducing GHG emissions at the local and regional scales. The second phase of the CPRG program is to develop a Comprehensive Climate Action Plan (CCAP), which builds on the PCAP and provides a more in-depth analysis of the region’s GHG emissions and addresses all major sources and sinks of GHG emissions and establishes short- and long-term emission reduction goals, strategies, and measures. This document is the CCAP for the Riverside‐ San Bernardino‐Ontario metropolitan statistical area (MSA), which includes the Counties of Riverside and San Bernardino, California (the region).

The primary purpose of the CCAP is to establish a comprehensive pathway for reducing GHG emissions throughout the region. As such, the CCAP includes a detailed list of regional and local GHG reduction measures and evaluates the GHG emissions reduction that would be achieved through the implementation of these measures. The CCAP identifies emission reduction measures in the transportation and energy sectors, which are the biggest contributors to regional GHG emissions. There are additional GHG reduction measures for the water, wastewater, solid waste, and agricultural sectors. In addition, the CCAP provides a benefits analysis for the GHG reduction measures, including co-benefits such as jobs creation, economic development, health outcomes, and more, as well as a workforce planning analysis. Finally, this CCAP establishes regional GHG reduction targets across the MSA for 2030 and 2045, aligned with California’s statewide targets.

MSA Background
The Riverside‐San Bernardino‐Ontario MSA is faced with climate and air quality challenges due to economic activity, population density, topography and weather patterns, as well as persistent economic and social disparities. The MSA’s 4.7 million residents represent approximately 12 percent of the state’s population. The region, often referred to as the “Inland Empire,” including the Coachella Valley, is home to many of the state’s priority populations, with disproportionate impacts related to climate change, air pollution, and hazardous air pollutants (HAPs). Priority populations include communities that have historically experienced significant environmental, economic, health, or social burdens due to underinvestment, exclusion from decision-making processes, or exposure to environmental hazards. These populations are generally identified based on factors such as income levels, health outcomes, environmental exposures, and access to

6 SBCOG, 2024
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essential services. Addressing the needs of these priority populations can help ensure that all residents benefit from the transition to a low-carbon economy.

The region is part of the South Coast Air Basin which, under the Clean Air Act, is in extreme non-attainment for ozone and serious non-attainment for PM 2.5. These pollutants, ozone and black carbon, a form of fine particulate matter, also contribute to the formation of GHG emissions. The region’s residents are breathing some of the worst air in the nation, especially in communities that are adjacent to industrial sources and in proximity to transportation and goods movement−related activity. Air pollution contributes to asthma and lung damage, respiratory and cardiac diseases, cancer, birth defects, premature death, and other health issues.

This MSA is also intrinsically linked to the Los Angeles−Long Beach−Anaheim and Oxnard−Thousand Oaks−Ventura MSAs, which together represent the jurisdiction of the Southern California Association of Governments (SCAG). The SCAG region’s GDP is $1.6 trillion and would have been the 15th largest economy in the world in 2021 if considered its own country. A significant contributor to this economic engine is the San Pedro Bay Ports and Inland Empire Logistics complex, which is the western gateway to both the U.S. supply chain and international commerce. This regional system is comprised of a network of highways and rail lines that are used to distribute goods to warehouses and intermodal facilities in the Inland Empire, with climate and air quality impacts reaching all the way into the Coachella Valley. The heavy-duty trucks, oceangoing vessels (OGVs), locomotives, aircraft, and off-road equipment that keep our nation’s supply chain moving are directly impacting the health of Southern Californians as well contributing to climate change. Further, this expansive economic activity taxes the transportation system by contributing to congestion, increasing vehicle miles traveled, impacting safety, bifurcating communities, wearing on infrastructure, and other issues.

The city and county governments in the Riverside‐San Bernardino‐Ontario MSA are members of three separate regional government agencies: the Coachella Valley Association of Governments (CVAG), the San Bernardino Council of Governments (SBCOG), and the Western Riverside Council of Governments (WRCOG). Each of these subregions is introduced below.

Coachella Valley Association of Governments (CVAG)
The CVAG subregion represents Central and Eastern Riverside County, the area known as the Coachella Valley (see Figure 1-1). CVAG supports an enhanced quality of life and balanced growth for residents in this area by coordinating efforts and providing solutions to the collective issues that face the local government and tribes that make up its membership.

CVAG is 5,275 square miles, consists of ten cities, Riverside County, the Agua Caliente Band of Cahuilla Indians, Cabazon Band of Mission Indians, Torres Martinez Desert Cahuilla Indians, and Twenty-Nine Palms Band of Mission Indians, and represents approximately 700,000 residents. The cities and tribes represented in the CVAG subregion are located in a desert climate.

Faced with the growing reality of climate change impacts such as drought, heatwaves, and temperature extremes, climate action is increasingly important for the members of CVAG to build resiliency.
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San Bernardino Council of Governments (SBCOG)
The SBCOG subregion encompasses approximately 20,000 square miles and is home to more than 2.2 million residents in San Bernardino County, which is the most geographically expansive county in the United States. The county is comprised of 24 cities and towns as well as the unincorporated county (see Figure 1-2). San Bernardino has diverse geography, varied socioeconomic conditions, and vibrant communities. SBCOG has a long history of collaboration and information sharing amongst its members with the goal to strengthen San Bernardino County environmentally, economically, and socially. Formerly known as the San Bernardino Associated Governments, the San Bernardino County Transportation Authority and San Bernardino Council of Governments (SBCTA/SBCOG) were reformed as sister agencies in 2016, focusing on multimodal transportation initiatives and regional planning/policy, respectively, within San Bernardino County. San Bernardino Associated Governments continues as a Joint Powers Authority functioning as a Council of Governments (SBCOG).

Figure 1-1 CVAG Subregion
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Figure 1-2 SBCOG Subregion

Western Riverside Council of Governments (WRCOG)
The WRCOG subregion is a diverse area of 2,035 square miles, exhibiting a variety of socioeconomic conditions, infrastructure types, neighborhood compositions, geographies, and character. More than two million people live, work, and recreate in Western Riverside County.

WRCOG has a strong legacy of collaboration among its member agencies (see Figure 1-3) and innovation in implementing programs that are environmentally, economically, and socially beneficial to the subregion.
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Figure 1-3 WRCOG Subregion

Policy and Regulatory Background
National
Federal and state laws enable and inform local actions. As such, the CCAP considers applicable national and federal laws (Table 1-1) and recognizes that future amendments to measures may be needed to address future federal and state regulations.

Table 1-1
Relevant Federal Laws and Regulations
Legislation / Regulation Year Description
Clean Air Act 1970 Established a comprehensive framework for reducing harmful air pollution.

Corporate Average Fuel Economy
Standards
1975 Established fuel efficiency standards for passenger cars and light trucks.

Updated periodically over time. In 2025, EPA has proposed repealing GHG standards for passenger cars and light trucks.

Code of Federal Regulations, Title 40,
Part 89
1994 Established emissions standards for off-road compression-ignition engines.

Massachusetts v. Environmental
Protection Agency
2007 The United States Supreme Court ruled that carbon dioxide is an air pollutant under the Clean Air Act and authorized the U.S. Environmental Protection Agency to regulate greenhouse gas emissions.

Phase 2 Heavy-Duty National Program 2016 Established emissions standards for heavy-duty trucks through model year 2027.

Greenhouse Gas Standards and
Guidelines for Fossil Fuel-Fired Power
Plants
2024 Established GHG emissions standards for the power sector under the Clean Air Act. On June 11, 2025, EPA proposed to repeal all GHG emissions standards for the power sector under Section 111 of the Clean Air Act. 25 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 1-6 October 31, 2025 Comprehensive Climate Action Plan

According to the EPA, transportation emissions have accounted for the largest portion of United States (US) GHG emissions in recent years.7 Federal climate change regulation to date has included a focus on curbing emissions from the transportation sector by regulating fuel consumption standards for light-duty vehicles, and for medium- and heavy-duty trucks and engines as well as regulations for the power generation sector. The fuel-efficiency standards are defined for new vehicle model years and are regulated under the Clean Air Act (CAA) and the Corporate Average Fuel Economy (CAFE) program, and the power sector regulations have also been under the CAA authority. Federal regulations on GHG emissions have changed periodically with the changing priorities of different administrations and also due to the results of Congressional Action and court rulings.

State
Over the past 30 years, the State of California has enacted its own legislation to address climate change (Table 1-2). In 2006, the Global Warming Solutions Act (AB 32) was enacted to address emissions from all sources throughout the state which was later updated through Senate Bill (SB) 32 and Assembly Bill (AB) 1279. Combined, these laws authorize CARB to implement a comprehensive program (Climate Change Scoping Plan) to achieve the state’s targets of reducing GHG emissions to 2000 levels by 2010, 1990 levels by 2020, 40 percent below 1990 levels by 2030, and reduction of anthropogenic levels to 85 percent below 1990 levels by 2045 and net zero emissions by 2045 (including sequestration in natural and working lands and potential mechanical carbon removal). The first Scoping Plan, adopted by CARB in 2008, provided a statewide plan for reducing GHG emissions down to 1990 levels by 2020.

Table 1-2
Relevant State Laws, Regulations, and Policies
Legislation / Regulation Year Description
Transportation
AB 1493 Clean Car Standards 2002 Established emissions reduction requirements for new passenger vehicles from 2009 to 2016.

EO S-01-07 Low Carbon Fuel
Standard
2007 Established the State of California’s Low Carbon Fuel Standard and an emissions reduction target of at least 10 percent of the carbon intensity of the state’s transportation fuels by 2020. With the adoption of the 2022 Scoping Plan, the standard has been revised to a reduction of at least 20 percent.

SB 375 2008 Directed the California Air Resources Board to set regional targets for GHG emissions reductions from passenger vehicles.

AB 1493 Amendments 2009 Cemented the state’s enforcement of the legislation starting in 2009, while providing vehicle manufacturers with new compliance flexibility.

Advanced Clean Cars
Program
2012 Combined the control of smog-causing pollutants and GHG emissions into a single coordinated package of regulations to guide the development of environmentally advanced cars.

Advanced Clean Cars Update 2017 Affirmed that adopted GHG emissions reduction standards remain appropriate for 2022 through 2025 model years.

AB 2127 2018 Requires the CEC, working with CARB and the CPUC, to prepare and biennially update a statewide assessment of the EV charging infrastructure needed to support the levels of EV adoption required for the state to meet its goals of putting at least 5 million ZEVs on California roads by 2030 and reducing emissions of GHGs to 40% below 1990 levels by 2030.

EO B-48-15 2018 Established a statewide goal of at least 5 million ZEVs on state roads by 2030, and installation of 200 hydrogen fueling stations and 250,000 ZEV chargers.

EO N-79-20 2020 Established a target that 100 percent of in-state sales of new passenger cars and trucks be zero-emission by 2035 and that 100 percent of medium- and heavy-duty vehicles in the state be zero-emission by 2045 and by 2035 for drayage trucks.

Mobile Source Strategy 2020 Described the strategy for transitioning to zero-emission vehicles, or ZEVs, with a goal of 100 of California-registered medium- and heavy-duty trucks to be ZEVs by

7 USEPA, 2023
26 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 1-7 October 31, 2025 Comprehensive Climate Action Plan

Table 1-2
Relevant State Laws, Regulations, and Policies
Legislation / Regulation Year Description
2045 where feasible, 100 percent zero-emission off-road equipment by 2035, and all new passenger cars and trucks sold in California be zero-emission by 2035.

Advanced Clean Cars I/II
(ACC I/II)
2022 Requires that by 2035 all new passenger cars, trucks, and SUVs sold in California will be zero emissions. It amends the Zero-Emission Vehicle Regulation to require an increasing number of ZEVs, and relies on advanced vehicle technologies, including battery-electric, hydrogen fuel cell electric, and plug-in hybrid EVs, to meet air quality and climate change emissions standards. It also amends the Low-Emission Vehicle Regulations to include increasingly stringent standards for gasoline cars and heavier passenger trucks to continue to reduce smog-forming emissions while the sector transitions toward 100% electrification by 2035.There is an active challenge to the waivers that set these standards as of July 2025, so please refer to CARB’s Current Litigation website (https://ww2.arb.ca.gov/current-litigation) for the most up to date information.

Advanced Clean Trucks
(ACT)
2021 Establishes a manufacturer’s ZEV sales requirement and a one-time reporting requirement for large entities and fleets. It is a holistic approach to accelerate a large- scale transition of zero-emission medium-and heavy-duty vehicles from Class 2b to Class 8. Manufacturers who certify Class 2b-8 chassis or complete vehicles with combustion engines would be required to sell zero-emission trucks as an increasing percentage of their annual California sales from 2024 to 2035. By 2035, zero-emission truck/chassis sales would need to be 55% of Class 2b – 3 truck sales, 75% of Class 4 – 8 straight truck sales, and 40% of truck tractor sales
Advanced Clean Fleets (ACF) 2023 Introduction of zero-emission technologies into California’s truck and bus fleets requiring fleets that are well suited for electrification to transition to zero-emission vehicles (ZEV) through requirements to both phase-in the use of ZEVs for targeted fleets and requirements that manufacturers only manufacture ZEV trucks starting in the 2036 model year. Components of ACF include manufacturer sales mandate, drayage fleets, high priority and federal fleets, and State and Local agency fleets.

CARB withdrew its request for a federal waiver and authorization for the ACF regulation. As such, CARB is not enforcing portions of the ACF regulation that require federal approval.

Energy
SB 1078 2002 Required that 20% of electricity retail sales be served by renewable resources by 2017.

CALGreen Code (Title 24,
Part 11)
2011 Established the first mandatory green building standards code in the country.

SB 350 2015 Accelerated implementation of SB 1078 and mandated a 50% Renewables Portfolio Standard, or RPS, by 2030. SB 350 includes interim annual RPS targets with three- year compliance periods and requires that 65% of RPS procurement be derived from long-term contracts of 10 or more years.

CALGreen Code Update 2016 Affirmed energy standards for newly constructed buildings, and additions and alterations to existing buildings. Added requirements for demand reductions during critical peak periods and future solar electric and thermal system installations.

SB 100 California Renewables
Portfolio Standard Program
2018 Established a goal of supplying 100% of the state’s electricity from clean sources by 2045.

SB 596 2021 Requires CARB, by July 1, 2023, to develop a comprehensive strategy for the state’s cement sector to achieve net zero emissions of GHGs associated with cement used in California as soon as possible, but no later than December 31, 2045. The law establishes an interim target of 40% below the 2019 average GHG intensity of cement by December 31, 2035.

SB 1020 2022 Adds interim renewable energy and zero-carbon energy retail sales of electricity targets to California end-use customers set at 90% in 2035 and 95% in 2040. It accelerates the timeline required to have 100% renewable energy and zero-carbon energy procured to serve state agencies from the original target year of 2045 to 2035.

This law requires each state agency to individually achieve the 100% goal by 2035, with specified requirements.

SB 905 2022 Requires CARB to create the Carbon Capture, Removal, Utilization, and Storage Program to evaluate, demonstrate, and regulate carbon capture, utilization, or storage and CO2 removal projects and technology.

SB 1137 2022 Prohibits the development of new oil and gas wells or infrastructure in health protection zones, as defined, except for purposes of public health and safety or other limited exceptions. This law requires operators of existing oil and gas wells or infrastructure within health protection zones to undertake specified monitoring, public notice, and nuisance requirements.

SB 1075 2022 Requires CARB, by June 1, 2024, to prepare an evaluation that includes policy recommendations regarding the use of hydrogen, and specifically the use of green hydrogen, in California; a description of strategies supporting hydrogen infrastructure, 27 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 1-8 October 31, 2025 Comprehensive Climate Action Plan

Table 1-2
Relevant State Laws, Regulations, and Policies
Legislation / Regulation Year Description
including identifying policies that promote the reduction of GHGs and short-lived climate pollutants; a description of other forms of hydrogen to achieve emission reductions; and other required elements.

SB 1206 2022 Mandates a stepped sales prohibition on newly produced high-GWP HFCs to transition California’s economy toward recycled and reclaimed HFCs for servicing existing HFC-based equipment. This law also requires CARB to develop regulations to increase the adoption of very low-, i.e., GWP <10, and no-GWP technologies in sectors that currently rely on higher-GWP HFCs.

Waste and Water
AB 341 2011 Required each city, county, and regional agency to develop a source reduction and recycling element of an integrated waste management plan containing specified components, including a source reduction component, a recycling component, and a composting component. With certain exceptions, the source reduction and recycling element of that plan was required to divert 75% of all solid waste from landfill disposal or transformation by 2020, through source reduction, recycling, and composting activities.

AB 1826 2014 Required any business, defined as a commercial or public entity that generates more than 4 cubic yards of commercial solid waste per week or is a multifamily residential dwelling of 5 units or more, to arrange for recycling services.

SB 1383 2016 Established emissions reduction targets in a statewide effort to reduce emissions of short-lived climate pollutants, including methane by 40%, HFC gases by 40%, and anthropogenic black carbon by 50% below 2013 levels by 2030.

SB 606 and AB 1668 2018 Required urban and agricultural water suppliers to enact new urban efficiency standards for indoor use, outdoor use, and water lost to leaks.

Statewide Emissions Reduction Targets
EO S-3-05 2005 Established the state’s first GHG emissions reductions targets: reduction to 2000 levels by 2010, 1990 levels by 2020, and 80% below 1990 levels by 2050.

AB 32, Global Warming
Solutions Act
2006 Codified EO S-3-05’s 2020 goal and authorized CARB to implement a comprehensive, multiyear program to reduce GHG emissions from all sources throughout the state.

SB 535, Greenhouse Gas
Reduction Fund and
Disadvantaged Communities
2012 Required that 25% of all funds allocated pursuant to an investment plan for the use of state monies collected through a Cap-and-Trade program be allocated to projects that benefit disadvantaged communities, and that at least 10% of these be spent on projects located in disadvantaged communities.

EO B-30-15 2015 Established a GHG emissions reduction target of 40% below 1990 levels by 2030.

SB 32, California Global
Warming Solutions Act of
2006: Emissions limit
2016 Codified EO B-30-15’s 2030 goal.

AB 398, California’s Cap-and-
Trade Program
2017 Extended the state’s Cap-and-Trade Program through 2030, a key strategy for reducing GHGs in the state. The Cap-and-Trade Program sets total allowable emissions for facilities and creates carbon offset credits through carbon sequestration projects.

EO B-55-18 2018 Established a target to achieve carbon neutrality (net zero GHG emissions) by 2045.

AB 1279 2022 Established the policy of the state to achieve net zero GHG emissions as soon as possible, but no later than 2045; to maintain net negative GHG emissions thereafter; and to ensure that by 2045, statewide anthropogenic GHG emissions are reduced at least 85% below 1990 levels.

NOTES:

Abbreviations: 2022 Scoping Plan = 2022 Scoping Plan for Achieving Carbon Neutrality; AB = Assembly Bill; CALGreen Code = Cal ifornia Green Building Standards Code; CARB = California Air Resources Board; CEC = California Energy Commission; CNRA = California Natural Resources Agency; CO2 = carbon dioxide; CPUC = California Public Utilities Commission; EO = Executive Order; EV = electric vehicle; GHG = greenhous e gas; GWP = global warming potential; HFC = hydrofluorocarbon; RPS = Renewable Portfolio Standard; SB = Senate Bill; ZEV = zer o-emission vehicle.

By 2016, California had met the AB 32 target set for 2020. In the same year, then-Governor Jerry Brown signed SB 32, which established a new 2030 target to reduce GHG emissions by 40 percent below 1990 levels, as established by his EO B-30-15 (2015). In December 2017, CARB approved an update to the Climate Change Scoping Plan (2017 Scoping Plan Update), which outlined the proposed framework of action for achieving the 2030 GHG target of 40 percent reduction in GHG emissions relative to 1990 levels.
28 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 1-9 October 31, 2025 Comprehensive Climate Action Plan

In 2018, Governor Brown issued EO B-55-18, establishing a statewide goal to reach carbon neutrality by 2045, and maintain net negative emissions thereafter. In September 2022, Governor Newsom signed AB 1279, which codified EO B-55-18 by requiring that the state achieve net zero GHG emissions no later than 2045 and reduce direct anthropogenic GHG emissions 85 percent below 1990 levels by 2045. In December 2022, CARB adopted the 2022 Scoping Plan for Achieving Carbon Neutrality (2022 Scoping Plan), which lays out a path to achieve the statewide goals codified in AB 1279.

Approach to Developing the CCAP
The CCAP was a collaborative effort led by SBCOG in partnership with WRCOG, CVAG, and their respective jurisdictions. As previously stated, the CCAP builds from the foundations established in the PCAP, which was submitted to the EPA in March 2024. The CCAP process kicked off officially in April 2024 and will end in 2025 with the submission of the CCAP to the EPA. Because SBCOG and WRCOG have already undertaken comprehensive subregional climate planning efforts and set GHG reduction targets, the work for this CCAP focused primarily on developing a subregional GHG inventory and projections as well as GHG reduction measures for CVAG and extending consideration of the prior SBCOG and WRCOG plans to 2045. CVAG worked closely with participating jurisdictions, which includes Blythe, Cathedral City, Coachella, Desert Hot Springs, Indian Wells, Indio, La Quinta, Palm Desert, Palm Springs, and Rancho Mirage, throughout the CCAP’s development. The jurisdictions’ participation and input were integral for the GHG inventories, selecting GHG reduction measures, and conducting community outreach. Table 1-3 below describes the key activities and timeline for developing the CCAP.

Table 1-3
Approach to Developing the CCAP
Activity Timeline Description CCAP Section
Meaningful Engagement
Stakeholder
Engagement Plan
April 2024 Developed a stakeholder engagement plan to ensure meaningful engagement throughout the CCAP development process. The plan included strategies to conduct community outreach and building a collaborative approach for integrating stakeholder feedback.

Appendix F
CVAG
jurisdiction
engagement
June 2024 –
December 2025
Met with CVAG jurisdictions monthly to provide updates on CCAP progress, discuss data needs, and provide a platform for jurisdictions to provide input and feedback on the CCAP.

Appendix F
GHG Emissions
Community
Survey
June 2024 – March
2025
Developed a survey to gauge community priorities and concerns to inform GHG reduction measures. Published an English and Spanish version of the survey.

Appendix F
GHG Inventory, Projections, and Reduction Targets
GHG Inventory September 2024 –
December 2024
Estimated GHG emissions at the jurisdictional and subregional level for building energy, transportation, agriculture, waste, water and wastewater, and natural and working lands aligned with the U.S. Community GHG Protocol.

Chapter 2
BAU Projections December 2024 –
February 2025
Developed business-as-usual projections for CVAG cities for 2030 and 2045 based on key socioeconomic data, such as
population and employment growth.

Chapter 2
GHG Reduction
Targets
March 2025 – May
2025
Established 2030 GHG reduction targets for CVAG jurisdictions aligned with California regulatory requirements and established an MSA-wide 2045 target.

Chapter 2
GHG Reduction Measures
Measure
Development and
Selection
July 2024 – April
2025
Based on CVAG jurisdictions’ previous climate action plans and general plans, CVAG developed a list of preliminary measures for jurisdictions to self-select to be included for modeling.

Chapter 3
29 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 1-10 October 31, 2025 Comprehensive Climate Action Plan

Table 1-3
Approach to Developing the CCAP
Activity Timeline Description CCAP Section
GHG Reduction
Measure
Quantification
January 2025 – April
2025
Established key assumptions for GHG reduction measures and completed modeling for CVAG jurisdictions.

Chapter 3
Benefits Analysis
Priority
Population
Identification
February 2025 – June
2025
Identified priority populations within the Riverside-San Bernardino-Ontario Metropolitan Statistical Area (MSA) using CalEPA’s criteria for pollution-burdened and low-income communities.

Chapter 4
Co-benefits
Analysis
February 2025 – June
2025

Quantified air quality co-pollutant reductions for each category of measure in the CCAP.

Chapter 4
Workforce
Planning
March 2025 – June
2025
Analysis of anticipated workforce shortages or surpluses from the GHG reduction measures, and identification of potential solutions and key partners at the state, regional, and local levels needed to address those challenges.

Chapter 5
Existing Climate Action in the Region
This CCAP incorporates and builds upon much of the previous climate action planning undertaken by each subregion within the Riverside-San Bernardino-Ontario MSA. WRCOG and SBCOG have both conducted subregional climate planning efforts. In WRCOG, every jurisdiction has engaged at some point in climate action planning at the local or subregional scale, or in some cases both. All of the SBCOG member jurisdictions participated in its 2021 Regional GHG Reduction Plan and some members have independently developed local CAPs.8 This CCAP represents CVAG's first subregional climate planning initiative, although all of its members have individually developed CAPs in the past. For a comprehensive understanding of the MSA’s previous climate action planning efforts, please see Chapter 2 of the PCAP.

8 SBCOG, 2021
30 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-1 October 31, 2025 Comprehensive Climate Action Plan
Chapter 2
Greenhouse Gas Inventories, Projections, and Reduction
Targets
This chapter includes a summary of the GHG baseline inventories for CVAG, Unincorporated Riverside County, SBCOG, and WRCOG. A GHG inventory identifies and measures the sources of all GHG emissions and sinks within a selected physical and/or economic boundary. It also includes GHG projections through 2030 and 2045, and GHG reduction targets.

Principal Greenhouse Gases
Carbon Dioxide
Carbon dioxide (CO2) is the most abundant anthropogenic GHG, accounting for more than 75% of all GHG emissions caused by humans. The primary sources of anthropogenic CO2 in the atmosphere include the burning of fossil fuels, gas flaring, cement production, and land use changes (e.g., deforestation, oxidation of elemental carbon). CO2 can be removed from the atmosphere by photosynthetic organisms (e.g., plants and certain bacteria). Atmospheric CO2 has increased from a pre-industrial concentration of 280 parts per million (ppm) to 405 ppm in 2017 (National Oceanic and Atmospheric Administration, 2020a).

Methane
Methane (CH4), the main component of natural gas, is the second most abundant GHG and has a GWP of 28—that is to say that one kilogram of CH4 has the same warming effect as 28 kilograms of CO2 (Intergovernmental Panel on Climate Change, 2013). Sources of anthropogenic emissions of CH4 include growing rice, raising cattle, using natural gas, landfill outgassing, and mining coal. Certain land uses also function as a both a source and sink for CH4. For example, the primary terrestrial source of CH4 is wetland areas, whereas undisturbed, aerobic soils act as a CH4 sink (i.e., they remove CH4 from the atmosphere). Atmospheric CH4 has increased from a preindustrial concentration of 715 parts per billion (ppb) to 1,850 ppb in 2017 (National Oceanic and Atmospheric Administration, 2020b).

Nitrous Oxide
Nitrous oxide (N2O) is a powerful GHG, with a GWP of 265 (Intergovernmental Panel on Climate Change, 2013). Anthropogenic sources of N2O include agricultural processes (e.g., fertilizer application), nylon production, combustion of fossil fuel by power plants, nitric acid production, and vehicle emissions. N2O also is used in rocket engines, racecars, and as an aerosol spray propellant. Natural processes, such as nitrification and denitrification, can also produce N2O, which can be released to the atmosphere by diffusion. In the United States, more than 70% of N2O emissions are related to agricultural soil management practices, particularly fertilizer application. Atmospheric N2O concentrations have increased from a preindustrial concentration of 270 ppb to 330 ppb in 2017 (National Oceanic and Atmospheric Administration, 2020c).

Perfluorocarbons
The most abundant perfluorocarbons (PFCs) are CF4 (PFC-14) and C2F6 (PFC-116). These human-made chemicals are emitted largely from aluminum production and semiconductor manufacturing processes. 31 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-2 October 31, 2025 Comprehensive Climate Action Plan
PFCs are extremely stable compounds that are destroyed only by very high-energy ultraviolet rays; hence, PFCs have very long lifetimes. They also have high GWPs, ranging from 6,630 for CF4 to 11,100 for C2F6 (Intergovernmental Panel on Climate Change, 2013). PFCs are incredibly powerful GHGs due to the combination of very high GWPs and very long lifetimes.

Sulfur Hexafluoride
Sulfur hexafluoride (SF6) is a human-made chemical used in the magnesium industry, semiconductor manufacturing, as an electrical insulating fluid for power distribution equipment, and as a tracer chemical for the study of oceanic and atmospheric processes (U.S. Environmental Protection Agency, 2006). In 2017, atmospheric concentrations of SF6 were 9.3 parts per trillion (ppt) and steadily increasing (National Oceanic and Atmospheric Administration, 2020d). SF6 is the most powerful of all GHGs listed in IPCC studies, with a GWP of 23,500 (Intergovernmental Panel on Climate Change, 2013).

Hydrofluorocarbons
Hydrofluorocarbons (HFCs) are human-made chemicals used in commercial, industrial, and consumer products and have high GWPs ranging from 140 to 11,700 (U.S. Environmental Protection Agency, 2006). HFCs are generally used as substitutes for ozone-depleting substances (ODS) in automobile air conditioners and refrigerants. The most abundant HFCs, in descending order, are HFC-134a, HFC-23, and HFC-152a.

CVAG
CVAG Greenhouse Gas Emissions Inventories
The CVAG subregional inventory includes the GHG emissions from activities taking place throughout the community by residents, businesses, and local governments. The inventory creates an emissions benchmark for each jurisdiction, which allows cities to set emission reduction targets to measure future progress. This subregional inventory conducted for CVAG provides an understanding of where GHG emissions originate and helps jurisdictions develop effective measures to reduce emissions. CVAG’s first GHG inventory was first conducted in 2011 with a baseline year of 2005. This inventory is the first update since then and establishes 2023 as the new baseline year.

The GHG inventory encompasses the GHG emissions resulting from activities taking place within each jurisdiction’s boundaries and where the local government has jurisdictional authority. The GHG inventory for the unincorporated portion of the county were estimated in 2019 separately by Riverside County are summarized in a later section of this chapter.9 Emissions were included in a jurisdiction’s inventory if either the emission source occurs within the geographic boundaries of the jurisdiction, the emissions are associated with land use in the geographic boundary (such as a portion of vehicle emissions that begin or end within the jurisdiction), or if the activity indirectly associated with a source of emissions occurs within the geographic boundaries of the jurisdiction (such as electricity consumption or waste generation).

Carbon sinks are included as an informational line item, but are not included in the accounting to decrease the subregion’s overall GHG emissions. By only including emissions that are controlled by or subject to the influence of the jurisdictions, the inventory forms the basis for local climate action planning.

Inputs to the GHG inventory included activity data, such as energy consumption data from local utilities, along with socioeconomic data. Two scenarios were developed using socioeconomic data from the

9 County of Riverside, 2019
32 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-3 October 31, 2025 Comprehensive Climate Action Plan
Riverside County Model (RIVCOM)10 and from the California Department of Finance (DOF).11 The RIVCOM data has been vetted through regional processes and includes pre-pandemic socioeconomic data using assumptions consistent with SCAG’s regional growth projections and input from local jurisdictions.

The RIVCOM data was extrapolated to 2030 and 2045. The DOF data reflects 2023 socioeconomic data that’s based on DOF’s Housing Unit Survey; 2030 and 2045 information has been extrapolated based on 2023 base year data.

Total emissions for all CVAG jurisdictions in 2023 amounted to 3,467,267 MTCO2e and 3,410,566 MTCO2e under the RIVCOM and DOF scenarios, respectively. Building energy and transportation were the largest sources of emissions, 42 and 45 percent of total emissions under the RIVCOM scenario and 43 and 44 percent under the DOF scenario respectively, depicted in Figure 2-1. Table 2-1 summarizes the main emissions sources and the results of the 2023 inventory, and Figure 2-2 depicts the 2023 inventory results graphically by jurisdiction.

Table 2-1
CVAG 2023 GHG Emissions (MTCO2e)
Sector RIVCOM DOF
Emissions Percent Emissions Percent
Building Energy 1,464,682 42.2% 1,468,774 43.1%
On-Road Vehicles 1,550,113 44.7% 1,491,782 43.7%
Off-Road Equipment 157,570 4.5% 159,201 4.7%
Agriculture 1,405 <0.1% 1,405 <0.1%
Solid Waste Management 250,020 7.2% 250,020 7.3%
Wastewater Treatment 15,343 0.4% 13,843 0.4%
Water Transport, Distribution, and Treatment 28,135 0.8% 25,542 0.7% Total Emissions 3,467,267 100% 3,410,566 100%

10 WRCOG, n.d.
11 DOF, n.d.

DOF
Building Energy
On-Road Vehicles
Off-Road Equipment
Agriculture
Solid Waste Management
Wastewater Treatment
RIVCOM
Figure 2-1 RIVCOM (left side) and DOF (right side) Emissions (MTCO2e) Compared 33 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-4 October 31, 2025 Comprehensive Climate Action Plan
Table 2-1
CVAG 2023 GHG Emissions (MTCO2e)
Sector RIVCOM DOF
Emissions Percent Emissions Percent
Stationary Sources b 736,643 736,643
Carbon Sinks
Natural and Working Lands 1,283,392 1,283,392
NOTES:
a – Totals may not add up due to rounding
b – This sector is included as an informational line item and is not accounted for in the inventory totals. Stationary sources include burning fossil fuels on site (other than natural gas). Examples include boilers and industrial equipment. This data was taken from the California Air Resources Board (CARB) Annual Summary of GHG Mandatory Reporting Non-Confidential Data

Figure 2-2 2023 Baseline GHG Emissions for CVAG’s 10 Partnership Jurisdictions by jurisdiction (MTCO2e)

CVAG Emissions Forecast
Forecasts of future emissions in the CVAG subregion were developed for the years 2030 and 2045 under “business-as-usual” (BAU) conditions. BAU scenarios assume that there are no state, regional, or local actions that will reduce emissions over time. If the CVAG subregion was to continue historic trends of activities such as energy consumption, vehicular travel, water consumption, agriculture, and waste/wastewater generation and disposal, the resulting emissions form these activities would lead to the resulting BAU emissions forecasts. The forecasts were developed under two scenarios using estimates for population, household, and employment growth within each participating city corresponding to socioeconomic data from RIVCOM and DOF. Socioeconomic data used for this analysis are summarized in Table 2-2 below.
-
100,000
200,000
300,000
400,000
500,000
600,000
700,000
800,000
Blythe Cathedral
City
Coachella Desert
Hot
Springs
Indian
Wells
Indio La Quinta Palm
Desert
Palm
Springs
Rancho
Mirage
MTCO2e

RIVCOM DOF
34 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-5 October 31, 2025 Comprehensive Climate Action Plan
Table 2-2
CVAG Cities – Socioeconomic Data and Forecasts
Metric RIVCOM DOF
2023 2030 2045 2023 2030 2045
Population 431,847 492,746 623,240 389,635 405,859 453,995 Households 161,157 187,461 243,824 205,128 227,761 263,590 Employment 181,284 198,896 236,631 176,400 190,676 221,265 Service Population a 613,131 691,642 859,871 566,035 596,535 675,260 NOTES:
a – Service population = population + employment.

Table 2-3 presents community BAU emissions forecasts by sector for 2030 and 2045, for the CVAG cities, under both RIVCOM and DOF scenarios. Transportation and building energy are expected to contribute large shares of emissions through 2045. Under BAU conditions, the relative contributions from each sector are expected to be similar in 2030 and 2045 under both scenarios. Overall, BAU emissions are expected to increase under the RIVCOM and DOF scenarios respectively by approximately 10 percent and 5 percent from 2023 to 2030, and approximately 32 percent and 20 percent from 2023 to 2045.

Figure 2-3 and Figure 2-4 depict the BAU forecast of community emissions by sector for the years 2030 and 2045.

Table 2-3
BAU Emissions Forecast by Sector for CVAG Cities (MTCO2e) Sector RIVCOM DOF
2030 BAU % of Total 2045 BAU % of Total 2030 BAU % of Total 2045 BAU % of Total On-Road Transportation 1,690,843 44.2% 1,992,412 43.4% 1,546,698 43.0% 1,763,813 43.0% Building Energy 1,635,545 42.7% 2,004,362 43.6% 1,571,489 43.7% 1,778,371 43.3% Solid Waste 277,480 7.2% 332,123 7.2% 259,193 7.2% 294,479 7.2% Off-Road Equipment 171,948 4.5% 202,781 4.4% 173,277 4.8% 216,145 5.3% Agriculture 1,920 0.1% 2,162 0.0% 1,920 0.1% 2,162 0.1% Water 31,010 0.8% 37,171 0.8% 26,337 0.7% 29,639 0.7%
Wastewater 19,361 0.5% 24,488 0.5% 15,947 0.4% 18,642 0.5% Total Emissions 3,828,106 100% 4,595,499 100% 3,594,861 100% 4,103,250 100.0% Note: Totals may not add up due to rounding.
35 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-6 October 31, 2025 Comprehensive Climate Action Plan

CVAG Emission Reduction Targets
2030 Targets
California’s SB 32 mandates a statewide reduction in GHG emissions of 40 percent below 1990 levels by 2030. From 1990 to 2022 there has been a 14 percent reduction in GHG emissions at the statewide level, Figure 2-3 CVAG Subregion: Business-As-Usual GHG Emissions Forecast by Sector (MTCO2e) – All Cities Combined (RIVCOM)
Figure 2-4. CVAG Subregion: Business-As-Usual GHG Emissions Forecast by Sector (MTCO2e) – All Cities Combined (DOF)
36 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-7 October 31, 2025 Comprehensive Climate Action Plan
according to the 2022 GHG inventory data published by CARB.12 Assuming that 2023 GHG values are similar to the 2022 GHG inventory, that CVAG jurisdictions have similar GHG inventory trends to State totals, and that CVAG jurisdictions GHG reduction targets follow the SB 32 statewide mandate, jurisdictions on average would need to decrease emissions by about 30 percent from 2023 levels to reach the 2030 SB 32 target.

Another common GHG reduction target is one that’s based on GHG emissions per service population (SP), which includes GHG emissions per residents of a jurisdiction and employees working in that jurisdiction. The SP target for 2030 for each jurisdiction was calculated by reducing the 2023 GHG emissions per SP by 30 percent (consistent with SB 32 as explained above).

After determining the mass-based SP targets using both RIVCOM and DOF scenarios, CVAG jurisdictions selected relevant targets that were appropriate for their city using either RIVCOM or DOF scenario. Some CVAG jurisdictions previously established either mass-based or SP GHG reduction targets as part of planning initiatives. All of this is summarized in Table 2-4 below.

Table 2-4
CVAG Jurisdictions 2030 Emissions Reduction Targets
Jurisdiction Mass or Service
Population (SP) 2030 Target Description
Blythe** Mass 53,413 MTCO2e 30% below 2023 levels by 2030 Cathedral City** SP 3.05 MTCO2e/SP 30% below 2023 levels by 2030 Coachella* SP 5.13 MTCO2e/SP

7.0 MTCO2e per SP in 2020 and 4.2 MTCO2e per
SP in 2035 13
NOTE: 2030 values interpolated based on 2035
target
Desert Hot Springs** SP 3.04 MTCO2e/SP 30% below 2023 levels by 2030 Indian Wells** SP 9.56 MTCO2e/SP 30% below 2023 levels by 2030 Indio* SP 4.20 MTCO2e/SP 4.2 MTCO2e per SP by 2030
14 La Quinta* Mass 359,538 MTCO2e
28% below 2006 levels by 2020
15 NOTE: 2030 values interpolated based on 2035
target
Palm Desert** SP 5.27 MTCO2e/SP 30% below 2023 levels by 2030 Palm Springs* Mass 297,430 MTCO2e 40% below 1990 levels by 2030 16 Rancho Mirage** SP 7.19 MTCO2e/SP 30% below 2023 levels by 2030 * GHG reduction targets established as part of previous planning initiatives ** DOF scenario
2045 Targets
While individual CVAG jurisdictions have set individual GHG emissions reduction goals for 2030, achieving California’s AB 1279 targets (85 percent below 1990 levels) will require a coordinated approach at the city, county, regional, and statewide levels. Using the available 2022 California GHG inventory and assuming that the 2023 statewide GHG inventory is similar to 2022, CVAG’s subregional 2045 goal aligned with AB 1279 is equivalent to an 83 percent reduction in GHG emissions from 2023 levels. Table 2-5 summarizes the subregional 2045 goals for CVAG, which show a mass-based GHG emissions target as well as a SP target expressed in absolute terms. The 2030 GHG emissions reduction target is identified for comparison.

12 CARB, 2024
13 City of Coachella, 2015
14 City of Indio, 2019
15 City of La Quinta, 2013
16 City of Palm Springs, 2021
37 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-8 October 31, 2025 Comprehensive Climate Action Plan
Table 2-5
CVAG Subregional Emissions Reduction Targets for 2030 and 2045 a Data/Metric RIVCOM DOF
2023 Baseline Emissions for all 10 cities (MTCO2e) 3,467,267 3,410,566 2023 Population 431,847 389,635
2023 Employment 181,284 176,400
2023 Service Population (SP) 613,131 566,035
2023 (Baseline) GHG per SP (MTCO2e/SP) b 5.66 6.03
2030 GHG SP Target (MTCO2e/SP) – 30% reduction 3.96 4.22 2030 Service Population 691,642 596,535
2030 GHG Emissions Target (Total MTCO2e) 2,427,087 2,387,779 2045 GHG SP Target (MTCO2e/SP) – 82.6% reduction 0.98 1.05 2045 Service Population 859,871 675,260
2045 GHG Emissions Target (Total MTCO2e) 603,304 593,534 NOTES:
a – Numbers represent the 10 CVAG jurisdictions.
b – GHG Per Service Population = emissions divided by service population (population + employment).

Unincorporated Riverside County
Unincorporated Riverside County GHG Emissions Inventory Riverside County has demonstrated a long-standing commitment to sustainable planning and climate action, aligning local development with broader state goals for GHG reduction for the unincorporated portion of Riverside County. Through its CAP and subsequent updates, Riverside County has worked to integrate energy efficiency, renewable energy, sustainable transportation, and waste reduction into its growth strategy. These efforts are designed not only to reduce emissions but also to support economic vitality, public health, and environmental equity across the region. Riverside County’s most recent CAP from 2019 aligns with California’s climate legislation and reflects a proactive approach to meeting state- mandated emissions targets through both policy and implementation.

Riverside County’s community-wide GHG inventory for the unincorporated portion of Riverside County, based on 2017 data, offers a broad view of emissions trends in the unincorporated areas surrounding CVAG jurisdictions. Summarized in Table 2-6 below, it estimated emissions at approximately 4.9 million MTCO₂e, with transportation, agriculture, and building energy use as the primary sources.

Specifically, transportation accounts for 36 percent of emissions, followed by agriculture accounting for 34 percent, and electricity and natural gas use in buildings accounting for 24 percent.

Table 2-6
2017 Community-Wide GHG Emissions by Source (MTCO2e) for Unincorporated Riverside County
Emissions Category Emissions
On-Road Transportation 1,766,784
Agriculture 1,670,954
Energy (Electricity and Natural Gas) 1,188,138
Solid Waste 204,365
Water and Wastewater 44,606
Aviation 26,786
Off-Road Sources 3,883
Total 4,905,518
Unincorporated Riverside County Emissions Forecast
Riverside County’s BAU emissions forecast for the unincorporated portion of Riverside County outlines how GHG emissions are expected to evolve if no new climate policies are introduced beyond those 38 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-9 October 31, 2025 Comprehensive Climate Action Plan
already in place as of 2017. The projections are based on anticipated increases in population, housing, employment, and travel activity, using demographic and economic growth assumptions from the County’s 2015 General Plan. Emissions are calculated by applying current consumption patterns, such as energy use per household or vehicle miles traveled, to future growth estimates. Although the County’s 2015 General Plan measures are reflected in the 2017 baseline and are expected to reduce emissions through 2020, the forecast assumes no further reductions after that point. Under this BAU scenario, emissions are projected to more than double by 2045, reaching over 10 MTCO2e, with transportation and energy use contributing the most, as seen in Table 2-7.

Table 2-7
Unincorporated Riverside County BAU Emissions Forecast by Source Sector 2017
(MTCO₂e)
2020
(MTCO₂e)
% Change
2017–2020
2030
(MTCO₂e)
% Change
2017–2030
2045 a
(MTCO₂e)
% Change
2017–2045
On-Road Transportation 1,766,784 1,999,268 13.1% 3,018,767 70.0% 5,916,574 235% Agriculture 1,670,954 1,565,873 -6.2% 1,261,044 -24.5% 928,655 -44% Electricity 712,928 774,289 8.6% 1,017,153 42.6% 1,571,921 120% Natural Gas 475,211 515,845 8.5% 676,742 42.4% 1,043,506 120% Solid Waste 204,365 223,448 9.3% 298,585 46.1% 474,512 132% Water & Wastewater 44,606 48,771 9.3% 65,171 46.1% 103,570 132% Aviation 26,786 26,786 0.0% 26,786 0.0% 26,786 0%
Off-Road Sources 3,883 4,024 3.6% 4,531 16.6% 5,441 40% Total 4,905,518 5,158,305 5.1% 6,368,781 29.8% 10,070,965 105% NOTES:
a – Interpolated based on the Riverside County CAP calculations through 2050 Unincorporated Riverside County Emission Reduction Targets California has established a series of GHG reduction targets for 2030 and 2045 through legislation, aiming to significantly cut emissions over time. Local governments are recognized as key contributors to achieving these statewide goals. As described above, the State’s GHG targets are to reduce emissions to 40 percent of 1990 levels by 2030, and 85 percent below 1990 levels by 2045. To align with these benchmarks, the unincorporated portion of Riverside County would need to cut emissions by over half a million metric tons of CO₂e annually to achieve the 2030 target, and by 2045, nearly three million metric tons would need to be reduced each year to be consistent with the state’s climate trajectory. Table 2-8 outlines these reduction targets by year.

Table 2-8
State-Aligned GHG Emissions Reduction Targets by Year for Unincorporated Riverside County Emissions, Goals, and Targets 2008 2017 2020 2030 2045 a BAU Emissions (MTCO₂e) 7,012,938 4,905,518 5,158,305 6,368,781 10,070,965 ABAU Emissions (MTCO₂e) – – 4,861,256 4,102,109 4,156,887 State-Aligned Target (% change from 1990) – – 0 -40 -85 State-Aligned Target (% change from 2008) – – -15 -49 -86 b State-Aligned Target (MTCO₂e) – – 5,960,997 3,576,598 981,811 Reductions from ABAU needed to meet the
Target (MTCO₂e)
– – Target Met 525,511 3,175,076
NOTES:
a – Interpolated based on the Riverside County CAP calculations through 2050 b – Calculated based on State GHG inventory data for 2008 and AB 1279 GHG target for 2045. Specifically, California GHG inventory for 1990 is 431 MMTCO2e and 478.8 MMTCO2e for 2008. The 2008 GHG emissions would need to be reduced by 86 percent to a achieve the AB 1279 GHG target of 64.65 MMTCO2e.

SBCOG
SBCOG Greenhouse Gas Emissions Inventory
The SBCOG subregional GHG inventory includes the GHG emissions resulting from activities taking place throughout the community by residents, businesses, and local governments. The inventory creates 39 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-10 October 31, 2025 Comprehensive Climate Action Plan
an emissions benchmark so that each jurisdiction can set emission reduction targets to measure future progress against. It also provides an understanding of where GHG emissions originate and allows a jurisdiction to develop effective policies, strategies, and programs to reduce emissions. The GHG inventory for SBCOG was first conducted in 2014 with a baseline year of 2008, and was updated in 2021 with a baseline year of 2016.

Table 2-9 summarizes the community-wide inventories developed for the SBCOG member jurisdictions, including baseline community inventories for 2008 and 2016. It should be noted that the 2016 inventory includes 4 additional jurisdictions (Apple Valley, Barstow, Victorville and the unincorporated County) that were not included in the 2008 inventory, contributing to the overall inventory increases. As discussed below, most cities saw a reduction in GHG emissions from 2008 to 2016. The boundaries of the inventory are defined as activities associated with specific jurisdictions. Emissions for a particular source were included in a jurisdiction’s inventory if either the source of emissions occurs within the geographic boundaries of the jurisdiction, the emissions are associated with land use in the geographic boundary (such as a portion of vehicle emissions that begin or end within the jurisdiction), or if the activity indirectly associated with a source of emissions occurs within the geographic boundaries of the jurisdiction (such as electricity consumption or waste generation). Figure 2-5 shows GHG emissions for the year 2016 by sector for the SBCOG subregion. By only including emissions that are controlled by or subject to the influence of the jurisdictions, the inventory forms the basis for local climate action planning. Carbon sinks are also included as an informational item, but do not decrease the subregion’s overall GHG emissions.

On-Road Transportation
Building Energy
Solid Waste
Off-Road Equipment
Agriculture
Water
Wastewater
Figure 2-5. 2016 % of Total Emissions by Sector
40 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-11 October 31, 2025 Comprehensive Climate Action Plan
Table 2-9
SBCOG Subregion – 2008 and 2016 Community GHG Emissions by Sector (MTCO2e) Sector
2008
Emissions
2016
Emissions
2016
% of Total
2008–2016
% Change
On-Road Transportation 6,119,026 8,223,640 51% 26%
Building Energy
a 5,504,463 5,649,589 35% 3%
Solid Waste 339,044 1,074,629 7% 217%
Off-Road Equipment 766,722 247,911 2% -68%
Agriculture 503,246 559,685 4% 11%
Water 240,459 146,750 1% -39%
Wastewater 70,495 70,039 0% -0.6%
Total GHG Emissions 13,543,455 15,972,244 100% 18%
Stationary Sources
b 3,944,181 5,595,148 42%
Carbon Sinks
Natural and Working Lands c 39,050,569
NOTES:
a – Includes electricity and natural gas use in residential, commercial, and industrial buildings. b – This sector is included as an informational line item and is not accounted for in the inventory totals. Stationary sources in clude burning fossil fuels on site (other than natural gas). Examples include boilers and industrial equipment. c – Natural and working lands is a 2023 estimate and is included for informational purposes.

The 2008 and 2016 inventories are based mostly on actual activity data from the respective years, emission factors from 2008 or 2016, and socioeconomic data (i.e., population, household, and employment) for the subregion. The inventories include all significant contributing sectors to GHG emissions, based on the guidelines of the ICLEI U.S. Community Protocol for Accounting and Reporting of Greenhouse Gas Emissions (ICLEI–Local Governments for Sustainability USA, 2012). The inventory was developed with sufficient detail to support the identification of GHG reduction measures specific to each jurisdiction’s community emissions. For the updated GHG Regional Reduction Plan, SBCOG chose 2016 for the community inventory updates because it was the most recent year with the necessary datasets to perform a comprehensive inventory.

Table 2-9 shows that total emissions, excluding stationary sources, increased by approximately 18 percent from 2008 to 2016. The increase, like nearly all the increases associated with the 2016 inventory, is due to the addition of four jurisdictions in the 2016 inventory that were not included in the 2008 inventory. For both years, the largest emission sources came from on-road transportation (51 percent of total emissions) followed by building energy (35 percent of total emissions). Figure 2-6 depicts the 2016 inventory results graphically by jurisdiction.

SBCOG’s subregional inventory is described in detail, including a breakdown of emissions by jurisdiction and by sector, in Appendix A of the 2014 and 2021 San Bernardino County Regional Greenhouse Gas Reduction Plan.17 The inventory boundaries of analysis, along with the methodology and assumptions used to develop the inventories, are described in Appendix B of the 2014 GHG Reduction Plan and the 2021 Plan Update.

17 SBCOG, 2021
41 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-12 October 31, 2025 Comprehensive Climate Action Plan
Figure 2-6 2016 Baseline GHG Emissions for SBCOG’s 25 Partnership Jurisdictions by jurisdiction (MTCO2e)

SBCOG Emissions Forecast
Projections of future emissions within the SBCOG subregion were developed and analyzed for the years 2030 and 2045 under BAU conditions. BAU emissions refer to GHG emissions that would occur in the absence of any state, regional, or local initiatives aimed at reducing emissions over time. Without such initiatives, if the SBCOG subregion were to continue its historical patterns of vehicular travel, energy consumption, water usage, agricultural practices, and waste/wastewater generation and disposal, the resulting emissions would be considered as business-as-usual. BAU emission forecasts were created using estimates of population, household, and employment growth within each participating city. The socioeconomic growth factors utilized in the analysis are summarized in Table 2-10.

Table 2-10
SBCOG Cities – Socioeconomic Data a
Metric 2016 2030 2045
Population 2,134,967 2,463,500 2,809,889
Households 631,608 752,884 878,202
Employment 791,252 925,991 1,063,848
Service Population b 2,926,219 3,389,491 3,873,737
NOTES:
a – Socioeconomic data is provided by SBCTA/SBCOG, with input obtained from each member jurisdiction. b – Service population = population + employment.

Figure 2-7 depicts the contribution of various activities to total subregional GHG emissions, excluding stationary sources and carbon sinks.
0 1,000,000
2,000,000
3,000,000
4,000,000
5,000,000
6,000,000
7,000,000
42 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-13 October 31, 2025 Comprehensive Climate Action Plan
Figure 2-7 2016 Baseline GHG Emissions and 2030 and 2045 BAU GHG Emissions Forecast for SBCOG’s 25 Partnership Jurisdictions by Activity (MTCO2e)

Table 2-11 presents community BAU emissions forecasts by sector for 2030 and 2045, for the SBOG cities. On-road transportation is expected to contribute the largest share of emissions through 2045. Under BAU conditions, the relative contributions from each sector are expected to be similar in 2030 and 2045.

Overall, BAU emissions are expected to increase approximately 11 percent from 2016 to 2030, and approximately 23 percent from 2016 to 2045. Note that the BAU forecasts do not include freight rail or large stationary source emissions since the local jurisdictions do not have control over those sources.

Table 2-11
Historical and Business-As-Usual Emissions by Sector for SBCOG Cities (MTCO2e) Sector
2016 2030 2045
Emissions Percent Emissions Percent Emissions Percent
Building Energy 5,649,589 35.40% 6,647,783 37.60% 7,664,821 39.00% Residential Natural Gas 1,246,576 7.80% 1,494,075 8.50% 1,750,408 8.90% Non-Residential Natural Gas 965,955 6.00% 1,143,111 6.50% 1,323,963 6.70% Residential Electricity 1,230,762 7.70% 1,420,522 8.00% 1,615,033 8.20% Non-Residential Electricity 2,206,297 13.80% 2,590,075 14.60% 2,795,418 15.10% On-Road Vehicles 8,223,640 51.50% 8,955,209 50.70% 9,695,447 49.30% Light-Medium Duty Vehicles 6,108,245 38.20% 6,473,242 36.60% 6,882,208 35.00% Heavy-Duty Vehicles 2,115,395 13.20% 2,481,967 14.00% 2,813,239 14.30% Off-Road Equipment 247,911 1.60% 341,637 1.90% 503,215 2.60% Agriculture 559,685 3.50% 254,938 1.40% 113,656 0.60%
Solid Waste Management 1,074,629 6.70% 1,234,462 7.00% 1,402,324 7.10% Wastewater Treatment 70,039 0.40% 78,835 0.40% 89,874 0.50% Water Transport, Distribution, and
Treatment 146,750 0.90% 161,588 0.90% 183,023 0.90%
Total Emissions 15,972,244 100% 17,674,452 100% 19,652,360 100% Emissions for Informational Purposes
Stationary Sources a 5,595,148 NA 7,061,714 NA 10,051,098 NA Carbon Sinks
Natural and Working Lands (2023) b 39,050,569
NOTES:
a – Total Emissions do not include Stationary Sources emissions. Emissions in this sector are not within the jurisdictional contr ol of local municipalities and are thus not appropriate to include in a jurisdiction's accounting of GHG emissions . b – Forecasting natural and working lands (NWL) emissions in SBCOG is challenging due to the region’s diverse land uses and rapid urbanization.

The region faces growing development pressure and increasing wildfire risk, which adds significant uncertainty to projections of carbon sinks.

NA – Not applicable.

NQ – Did not quantify.
43 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-14 October 31, 2025 Comprehensive Climate Action Plan
Table 2-12 provides an overview of the SBCOG subregion’s emissions by city, for 2016 as well as forecasted BAU emissions for the years 2030 and 2045, indicating how each city’s emissions would increase in the absence of regulations and other actions to reduce emissions. Figure 2-8 depicts the BAU forecast of community emissions by sector (not including stationary sources) for the years 2030 and 2045.

Table 2-12
San Bernardino Regional Community Greenhouse Gas Inventory and Forecast by Jurisdiction (2016, 2030, and 2045) (MTCO2e)
Jurisdiction 2016 Inventory 2030 BAU Forecast 2045 BAU Forecast Emissions Percent Emissions Percent Emissions Percent
Adelanto 191,431 1% 273,216 1% 363,843 1%
Apple Valley 455,802 12% 544,216 14% 633,784 19%
Barstow 192,539 1% 232,535 1% 277,360 1%
Big Bear Lake 105,769 0% 115,809 0% 126,307 0%
Chino 736,215 3% 785,555 3% 843,480 3%
Chino Hills 438,898 2% 434,884 2% 430,952 1%
Colton 448,948 2% 526,453 2% 599,529 2%
Fontana 1,130,927 5% 1,301,505 5% 1,487,115 5%
Grand Terrace 78,066 0% 90,587 0% 104,193 0%
Hesperia 563,369 3% 710,136 3% 874,079 3%
Highland 218,940 1% 251,432 1% 289,831 1%
Loma Linda 203,924 1% 202,951 1% 200,884 1%
Montclair 254,852 1% 260,101 1% 265,964 1%
Needles 26,247 0% 43,847 0% 56,081 0%
Ontario 2,091,964 10% 2,260,363 10% 2,546,011 9%
Rancho Cucamonga 1,495,685 7% 1,570,575 6% 1,654,181 6% Redlands 546,000 3% 599,876 2% 658,453 2%
Rialto 508,304 2% 575,269 2% 641,653 2%
San Bernardino 1,440,525 7% 1,553,719 6% 1,679,882 6%
Twentynine Palms 125,545 1% 156,802 1% 191,139 1%
Unincorporated County 6,334,474 29% 7,040,202 28% 8,222,303 28% Upland 501,746 2% 536,496 2% 574,278 2%
Victorville 889,825 4% 1,066,792 4% 1,261,623 4%
Yucaipa 280,522 1% 336,285 1% 393,842 1%
Yucca Valley 172,732 1% 193,090 1% 218,180 1%
Total 15,972,224 100% 17,674,452 100% 19,652,359 100%
44 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-15 October 31, 2025 Comprehensive Climate Action Plan
Figure 2-8 SBCOG Subregion: Business-As-Usual GHG Emissions Forecast by Sector (MTCO2e) – All Cities Combined

SBCOG Emission Reduction Targets
2030 Targets
The 2021 San Bernardino Regional Greenhouse Gas Reduction Plan provides emissions reductions targets on a per jurisdictional basis for 2030. The baseline level year and emissions reduction percentage vary slightly for each of the 25 jurisdictions. These reduction targets are summarized in Table 2-13.

Table 2-13
SBCOG Jurisdictions Baseline Level and 2030 Emissions Reduction Targets Jurisdiction Baseline level Reduction % by 2030
Adelanto 2020 BAU 40%
Apple Valley 2005 40%
Barstow 2020 BAU 40%
Big Bear Lake 2008 32%
Chino 2008 46%
Chino Hills 2008 35.1%
Colton 2008 46%
Fontana 2008 46%
Grand Terrace 2020 BAU 42%
Hesperia 2020 BAU 40%
Highland 2016 40%
Loma Linda 2008 25%
Montclair 2016 42%
Needles 2020 BAU 35.9%
Ontario 2016 40%
Rancho Cucamonga 2016 40%
Redlands 2008 35.1%
Rialto 2016 40%
San Bernardino 2016 40%
Twentynine Palms 2008 46%
Upland 2016 40%
0 5,000,000
10,000,000
15,000,000
20,000,000
25,000,000
2016 2030 2045
Building Energy On-Road Vehicles
Off-Road Equipment Agriculture
Solid Waste Management Wastewater Treatment
Water Transport, Distribution, and Treatment
45 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-16 October 31, 2025 Comprehensive Climate Action Plan
Table 2-13
SBCOG Jurisdictions Baseline Level and 2030 Emissions Reduction Targets Jurisdiction Baseline level Reduction % by 2030
Victorville 2008 40%
Yucaipa 2008 46%
Yucca Valley 2020 BAU 40%
Unincorporated San Bernardino County 2020 BAU 40%
SOURCE: San Bernardino County Greenhouse Gas Reduction Plan (2021) Overall, the jurisdictions within San Bernardino County are developing reduction targets that align with the state’s reduction goal of 40 percent of 1990 emissions levels by 2030 (SB32; 1990 emissions levels are now approximately equivalent to 2016−2020 emissions levels after successful state reduction efforts).

As such, 40 percent below 2016 levels is roughly equivalent to the SB 32 reduction target and will put SBCOG on a path toward the state’s long-term goal to achieve net zero carbon emissions by 2045. 2045 Targets
While individual SBCOG jurisdictions set individual GHG emissions reduction goals for 2030, achieving California’s AB 1279 targets (85 percent below 1990 levels) will require a coordinated effort across city, county, and statewide planning agencies. Given this requirement, SBCOG set a subregional GHG emissions reduction goal for 2045. Using the estimated emissions reductions achieved in 2016, based on the statewide GHG inventory, SBCOG’s subregional 2045 goal is 84 percent emissions reduction from 2016 levels. Table 2-14 below summarizes the subregional 2030 and 2045 goals for SBCOG, which indicate an absolute GHG emissions target as well as a per service population reduction target. The service population target is based on the sum of SBCOG’s population and employment data.

Table 2-14
SBCOG Subregional Emissions Reduction Targets for 2030 and 2045 Data/Metric Amount (MTCO2e) a
2016 Baseline Emissions for all 25 cities 15,972,244
2016 Population b 2,134,967
2016 Employment b 791,252
2016 Service Population (SP) 2,926,219
2016 (Baseline) GHG SP (MTCO2e/SP) c 5.5
2030 GHG SP Target (MTCO2e/SP) – 40% reduction 3.3
2030 Service Population 3,389,491
2030 GHG Emissions Target (Total MTCO2e) 11,185,320
2045 GHG SP Target (MTCO2e/SP) – 84% reduction 0.88
2045 Service Population 3,873,737
2045 GHG Emissions Target (Total MTCO2e) 3,408,899
NOTES:
a – Numbers represent the 25 SBCOG jurisdictions, including the unincorporated county. b – Based on socioeconomic data from SBCOG, 2019.
c – GHG SP = emissions divided by service population (population + employment).

WRCOG
Greenhouse Gas Emissions Inventories
The WRCOG subregional GHG inventory includes the GHG emissions resulting from activities taking place throughout the community by residents, businesses, and local governments and creates an emissions benchmark against which each jurisdiction can set emissions reduction targets and measure future progress. It also provides an understanding of where GHG emissions originate and allows a jurisdiction to develop effective policies, strategies, and programs to reduce emissions. 46 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-17 October 31, 2025 Comprehensive Climate Action Plan
As part of WRCOG’s 2022 Subregional CAP update, GHG emissions inventories were compiled for all WRCOG jurisdictions in each subregion.18 Inventory data was first aggregated from several existing sources, including the 2010 baseline inventories developed for the participants in the 2014 Subregional CAP, as well as several inventories developed independently by non-participating jurisdictions. New community inventories were then developed for calendar year 2017 for all WRCOG jurisdictions, using a common set of methodologies and data sources. The 2010 inventories were then updated as needed to add the sectors not included in the 2014 Subregional CAP (i.e., off-road equipment, freight rail, commuter rail, water, and agriculture). In addition, several adjustments were made to the 2010 inventories to ensure methodological consistency across the two inventory years. This included new vehicle miles travelled (VMT) modeling and solid waste emissions estimates for 2010 that match the methodologies used to develop the 2017 inventories. It also included backcasting of water and wastewater emissions from 2017 due to unresolved questions about methods and available data for 2010. A full report on the subregional inventory update, including emissions summary tables for each jurisdiction, is included as Appendix C of the 2022 Subregional CAP Update. The methods and data sources used for the inventory update can be found in Appendix D of the 2022 Subregional CAP Update.

Table 2-15 summarizes the community-wide inventories developed for the 18 member cities of WRCOG,19 including baseline community inventories for the year 2010 and updated community inventories for the year 2017. Community-wide inventories encompass the GHG emissions resulting from activities taking place within each jurisdiction’s boundaries, where the local government has jurisdictional authority. They also include emissions from some activities taking place outside the boundaries that support activities within the jurisdiction (for example, solid waste generated by a community that is sent to landfill areas outside its boundary).

Table 2-15
WRCOG Cities – 2010 and 2017 Community GHG Emissions by Sector (MTCO2e) Sector
2010
Emissions
% of
Total
2017
Emissions

% of
Total
2010–2017
% Change
On-Road Transportation 4,305,812 44.4% 3,862,079 43.8% -10.3% Electricity 2,886,807 29.8% 2,426,354 27.5% -16.0%
Natural Gas 1,508,730 15.6% 1,243,903 14.1% -17.6%
Solid Waste 366,966 3.8% 493,433 5.6% 34.5%
Off-Road Equipment 320,138 3.3% 362,752 4.1% 13.3%
Agriculture 109,918 1.1% 85,846 1.0% -21.9%
Large Stationary Sources a 15,909 0.2% 170,723 1.9% 973.1% Water 102,758 1.1% 93,971 1.1% -8.6%
Wastewater 27,116 0.3% 28,477 0.3% 5.0%
Freight Rail 36,658 0.4% 36,036 0.4% -1.7%
Commuter Rail 9,262 0.1% 13,704 0.2% 48.0%
Total – With Large Stationary Sources and
Freight Rail b
9,690,073 100.0% 8,817,277 100.0% -9.0%
Total – Without Large Stationary Sources
and Freight Rail b
9,637,506 - 8,610,519 - -10.7%
Carbon Sinks
Natural and Working Lands (2023) 999,778
NOTES:

18 Note: The Morongo Band, Eastern Municipal Water District, and Western Municipal Water District did not participate in the Subregional CAP or contribute a GHG inventory to this effort, so they are not represented here. 19 GHG emissions for unincorporated western Riverside County are not included here. The unincorporated County extends across both the WRCOG and CVAG subregions, and as of 2019 the County adopted a CAP that demonstrates how the County can achieve GHG reduction targets consistent with those established by the State of California. More information is included in the section on Unincorporated Riverside County.
47 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-18 October 31, 2025 Comprehensive Climate Action Plan
Table 2-15
WRCOG Cities – 2010 and 2017 Community GHG Emissions by Sector (MTCO2e) Sector
2010
Emissions
% of
Total
2017
Emissions

% of
Total
2010–2017
% Change
a – In 2017, there were nine facilities within the WRCOG region that were regulated under Cap and Trade: 3M Corona, All American Asphalt, and Dart Container Corporation of California in Corona; Pacific Clay Products in Lake Elsinore; SDG&E Compressor Station i n Moreno Valley; Sierra Aluminum Company and University of California, Riverside in Riverside; and Infineon Technologies Americas Corp and Pec hanga Resort and Casino in Temecula. Of these nine facilities, only one was reported in 2010, the Dart Container C orporation of California. b – Totals may not add up due to rounding.

NQ – Did not quantify.

Table 2-15 profiles GHG emissions across the entire subregion by sector, including emissions from three sectors that are quantified regionally – Agriculture, Freight Rail, and Large Stationary Sources that are regulated by CARB under the state’s Cap and Trade program, which requires that power generators, refineries, and other large stationary emitters that emit more than 25,000 MTCO2e reduce their emissions over time in line with the California Global Warming Solutions Act of 2006 (AB 32).20 With CARB as the enforcing agency, local and regional governments generally do not have jurisdictional authority over these sources. For this reason, local jurisdictions with large stationary sources typically remove those sources from their baseline GHG inventory and emissions forecasts when developing a climate action plan in order to focus on sources over which they have jurisdictional control or influence. Table 2-15 presents one emissions total for the subregion that is inclusive of these sources and one that excludes them.

Table 2-15 shows that total emissions for WRCOG cities, excluding large rail and large stationary sources covered under the state’s Cap and Trade program, decreased by approximately 10.7 percent from 2010. Reductions in absolute terms were greatest in the on-road transpiration sector, followed by the non- residential energy and residential energy sectors. For both years, on-road transportation has been the biggest contributor to the subregion’s emissions, followed by building energy and solid waste. In terms of emission trends, on-road transportation was 10.3 percent lower in 2017 than in 2010 while electricity and natural gas emissions decreased by approximately 16 and 17.6 percent, respectively. Solid waste emissions increased by 34.5 percent from 2010 to 2017. Large stationary sources represent the anomalous sector, increasing by nearly 975 percent from 2010 to 2017. This is due to the addition of eight large industrial facilities to the subregion’s mandatory reporting list as determined by CARB.

Figure 2-9 provides a graphical depiction of each sector’s contribution to the 2017 WRCOG Subregional Inventory, showing on-road transportation at 43.8 percent, followed by electricity at 27.5 percent, natural gas at 14.1 percent, solid waste at 5.6 percent, and off-road equipment at 4.1 percent. All other sectors contributed less than 3 percent to the total. Figure 2-10 depicts the 2017 inventory results by jurisdiction.

20 California’s Cap and Trade program requires that power generators, refineries, and other large stationary emitters reduce their emissions over time in line with the California Global Warming Solutions Act of 2006 (AB 32). Collectively, sources regulated by Cap and Trade represent approximately 85 percent of the State’s total emissions. 48 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-19 October 31, 2025 Comprehensive Climate Action Plan
Figure 2-9 2017 WRCOG Emissions by Sector – All Cities

Figure 2-10 WRCOG 2017 Community Emissions by City (MTCO2e)

49 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-20 October 31, 2025 Comprehensive Climate Action Plan
GHG Emissions Forecast
Forecasts of future emissions in the WRCOG subregion were developed for the years 2030 and 2045 under “business-as-usual” (BAU) conditions. BAU emissions are GHG emissions that would take place in the absence of state, regional, and local actions designed to reduce emissions over time. In the absence of such actions, if the WRCOG subregion were to continue historic trends of vehicular travel, energy consumption, water consumption, agriculture, and waste/wastewater generation and disposal, the resulting emissions would be considered business-as-usual (BAU). BAU emissions forecasts were developed using estimates for population, household, and employment growth within each participating city.21 Socioeconomic growth factors used for the analysis are summarized in Table 2-16.

Table 2-16
WRCOG Cities – Socioeconomic Data a
Metric 2010 2017 2030 2045
Population 1,469,031 1,585,703 1,816,411 2,082,614
Households 456,211 476,924 567,065 671,074
Employment 381,621 478,884 649,342 846,024
Service Population b 1,850,652 2,064,587 2,465,753 2,928,638 NOTES:
a – Socioeconomic data is from RIVCOM.
b – Service population = population + employment.

Table 2-17 presents community BAU emissions forecasts by sector for 2030 and 2045, for the WRCOG cities. Transportation is expected to contribute the largest share of emissions through 2045. Under BAU conditions, the relative contributions from each sector are expected to be similar in 2030 and 2045.

Overall, BAU emissions are expected to increase approximately 25 percent from 2017 to 2030, and approximately 54 percent from 2017 to 2045. Note that the BAU forecasts do not include freight rail or large stationary source emissions listed in Table 2-17 since the local jurisdictions do not have control over those sources.

Table 2-17
Historical and Business-As-Usual Emissions by Sector for WRCOG Cities (MTCO2e) Sector 2010 2017 2030 BAU % of Total 2045 BAU % of Total On-Road Transportation 4,305,812 3,862,079 4,842,047 44.8% 6,040,887 45.5% Electricity 2,886,807 2,426,354 3,153,909 29.2% 3,952,717 29.7% Natural Gas 1,508,730 1,243,903 1,544,402 14.3% 1,891,070 14.2% Solid Waste 366,966 493,433 557,094 5.2% 630,544 4.7%
Off-Road Equipment 320,138 362,752 404,299 3.7% 448,040 3.4% Agriculture 109,918 85,846 74,366 0.7% 63,763 0.5%
Water 102,758 93,971 177,036 1.6% 205,275 1.5%
Wastewater 27,116 36,036 33,853 0.3% 40,057 0.3%
Commuter Rail 9,262 13,704 15,453 0.1% 17,471 0.1%
Total 9,637,506 8,610,519 10,802,459 100% 13,289,824 100% Carbon Sinks
Natural and Working
Lands
NQ
Note: Totals may not add up due to rounding
NQ – Did not quantify.

Table 2-18 Provides a breakdown of the WRCOG subregion’s emissions by city, for 2010 and 2017, as well as forecasted BAU emissions for the years 2030 and 2045, indicating how each city’s emissions would increase in the absence of regulations and other actions to reduce emissions. Figure 2-11 depicts the BAU forecast of community emissions by sector for the years 2030 and 2045.

21 WRCOG, n.d.
50 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-21 October 31, 2025 Comprehensive Climate Action Plan
Table 2-18
WRCOG Subregional GHG Inventory and BAU Forecast by City Jurisdiction
Baseline (2010)
Service
Population a
2010 Emissions
(MTCO2e) b
2017 Emissions
(MTCO2e)
2030 BAU
Forecast
(MTCO2e)
2045 BAU
Forecast
(MTCO2e)
Banning 40,857 272,096 280,821 370,609 473,996
Beaumont 39,137 222,024 196,397 272,363 358,552
Calimesa 12,682 67,515 61,220 91,525 126,845
Canyon Lake 11,837 53,981 29,223 30,021 32,528
Corona 201,238 1,369,901 1,092,898 1,324,764 1,593,427
Eastvale 53,565 216,632 221,093 258,250 299,379
Hemet 110,566 415,961 376,680 484,733 607,061
Jurupa Valley 119,477 526,622 492,894 607,693 737,586
Lake Elsinore 63,980 354,993 312,687 422,249 548,358
Menifee 88,100 428,138 386,375 488,223 603,824
Moreno Valley 221,540 820,507 801,060 982,315 1,188,962 Murrieta 112,050 571,959 510,276 611,890 725,246
Norco 37,628 208,046 196,298 241,865 293,507
Perris 85,473 336,838 336,345 432,849 543,930
Riverside 436,816 2,773,574 2,344,974 2,932,580 3,590,204 San Jacinto 52,778 203,872 211,075 303,744 409,734
Temecula 128,280 641,959 604,027 743,581 899,771
Wildomar 34,650 152,888 156,175 203,207 256,913
Totals 1,850,652 9,637,506 8,610,519 10,802,459 13,289,824 NOTES:
a – Socioeconomic data is from RIVCOM.
b – For two cities, Eastvale and Jurupa Valley, 2011 was used as the baseline year.

Figure 2-11 WRCOG Subregion: Business-As-Usual GHG Emissions Forecast by Sector (MTCO2e) – All Cities Combined

51 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-22 October 31, 2025 Comprehensive Climate Action Plan
GHG Emission Reduction Targets
California’s SB 32 requires a statewide reduction in GHG emissions of 40 percent below 1990 levels by 2030, while AB 1279 requires a statewide reduction of 85 percent below 1990 levels. Accounting for presumed growth in population and emissions from 1990 through WRCOG’s baseline inventory year of 2010, these statewide mandates translate to reduction targets of approximately 50 below 2010 levels by 2030, and 87 percent below 2010 levels by 2045.22 Table 2-19 summarizes the derivation of absolute emissions reduction targets for 2030 and 2045.

Table 2-19
Derivation of Absolute GHG Emissions Targets for WRCOG Cities Data/Metric Amount (MTCO2e) a
2010 Baseline Emissions for all 18 cities 9,637,506
2030 Target (~50% below 2010 emissions) 4,818,753
2045 Target (~87% below 2010 emissions) 1,252,876
NOTES:
a – Numbers represent the 18 WRCOG jurisdictions.

An alternative method for establishing subregional targets consistent with the State’s target is to derive them on an efficiency basis, to explicitly account for the growth in population and employment in WRCOG cities. Table 2-20 shows the derivation of 2030 and 2045 reduction targets, based on population and jobs numbers in the WRCOG cities for the baseline year of 2010.

Table 2-20
Derivation of 2030 Efficiency Metric for WRCOG Cities
Data/Metric Amount (MTCO2e) a
2010 Baseline Emissions for all 18 cities 9,637,506
2010 Population b 1,469,031
2010 Employment b 381,621
2010 Service Population (SP) 1,850,652
2010 (Baseline) GHG Efficiency Metric (MTCO2e/SP) c 5.21 2030 GHG SP Target (MTCO2e/SP) – 50% reduction 2.61
2030 Service Population 2,465,753
2030 GHG Emissions Target (Total MTCO2e) 6,435,615
2045 GHG SP Target (MTCO2e/SP) – 87% reduction 0.68
2045 Service Population 2,928,638
2045 GHG Emissions Target (Total MTCO2e) 1,991,474
NOTES:
a – Numbers represent the 18 WRCOG jurisdictions.
b – Based on population and employment data from RIVCOM. c – GHG SP Target = emissions divided by service population (residents + jobs).

The 2030 SP target for WRCOG cities is 2.61 MTCO2e per service population23 (MTCO2e/SP), equivalent to 50 percent below the 2010 SP target of 5.21 MTCO2e/SP. For 2045, the SP target is 0.68 MTCO2e/SP, equivalent to 87 percent below the 2010 efficiency metric. Using the 2030 estimated service population of 2,465,753 (from Table 2-16), the 2030 efficiency metric is equivalent to an absolute emission target of 6,435,615 MTCO2e by 2030. For 2045, the estimated service population is 2,928,638 and the equivalent absolute emissions target is 1,991,474 MTCO2e.

When setting targets for their local jurisdiction, WRCOG cities may choose to derive them based on absolute reductions or by using the efficiency metric approach. Regardless of how cities set targets,

22 In its 2017 Climate Change Scoping Plan Update, CARB recommends that local governments adopt a GHG reduction target consistent with the State’s commitment to reach 40 percent below 1990 levels by 2030, as established by Senate Bill 32.

Accounting for growth that has occurred since 1990, this is approximately equivalent to 50 percent below 2010 levels. 23 Service population is defined as the number of jobs plus the number of residents. 52 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-23 October 31, 2025 Comprehensive Climate Action Plan
achieving them will be dependent on the successful implementation of GHG reduction measures that are implemented at the state, regional, and local levels, as presented in the next section.

Entire Region (MSA)
Greenhouse Gas Emissions Inventories
The most recent GHG inventories completed for each subregion are summarized below by sector in Table 2-21.24 The results indicate that on road transportation contributes to the largest share of subregional emissions, ranging from 36 percent to 51 percent across the subregions, followed by building energy (24 to 45 percent), solid waste disposal (3 to 7 percent), mobile off-road equipment (0.1 to 4.5 percent), agriculture (0 to 34 percent), and water conveyance and wastewater treatment (0.8 to 1.4 percent).

Table 2-21
GHG Emissions by Sector (MTCO2e) for Entire Region (MSA) Sector CVAG a
(2023)
% of Sub-
Regional
Total b
SBCOG
(2016)
% of
Sub-
Regional
Total b
WRCOG
(2017)
% of
Sub-
Regional
Total b
Unincorporated
Riverside
County (2017)
% of
Sub-
Regional
Total b
Region
Total b
% of
Region
Total b
On-Road
Transportation 1,550,113 44.7% 8,223,640 51.5% 3,862,079 44.9% 1,766,784 36.0% 15,402,616 46.7% Building Energy
c 1,464,682 42.2% 5,649,589 35.4% 3,670,257 42.6% 1,188,139 24.2% 11,972,667 36.3% Solid Waste 250,020 7.2% 1,074,629 6.7% 493,433 5.7% 204,365 4.2% 2,022,447 6.1% Off-Road
Equipment 157,570 4.5% 247,911 1.6% 362,752 4.2% 3,883 0.1% 772,116 2.3% Agriculture 1,405 0.0% 559,685 3.5% 85,846 1.0% 1,670,854 34.1% 2,317,790 7.0% Water 28,135 0.8% 146,750 0.9% 93,971 1.1% 44,606 0.9% 313,462 1.0% Wastewater 15,343 0.4% 70,039 0.4% 28,477 0.3% 113,859 0.3% Commuter Rail N/A N/A N/A N/A 13,704 0.2% N/A N/A 13,704 0.0% Aviation N/A N/A N/A N/A N/A N/A 26,786 0.5% 26786 0.1% Total b 3,467,267 100% 15,972,244 100% 8,610,519 100% 4,905,417 100% 32,955,447 100% Carbon Sinks
Natural and
Working Lands
(2023)
1,283,392 39,050,569 999,778

NOTES:
a – Based on RIVCOM socioeconomic data.
b – Totals may not add up due to rounding.
c – Includes electricity and natural gas use in residential, commercial, and industrial buildings.

NQ – Did not quantify
GHG Emissions Forecast
The GHG emissions forecast for the MSA is calculated using socioeconomic data that’s summarized in Table 2-22.

Table 2-22
Riverside-San Bernardino-Ontario MSA – Socioeconomic Data Metric

CVAG a SBCOG b WRCOG a Unincorporated
Riverside County c MSA Total
2030 2045 2030 2045 2030 2040 2030 2045 2030 2045
Population 492,746 623,240 2,463,500 2,809,889 1,816,411 2,082,614 794,730 1,185,158 5,567,387 6,700,901 Households 187,461 243,824 752,884 878,202 567,065 671,074 285,126 418,421 1,792,536 2,211,521

24 For comparison purposes, the inventory summaries in Table 2-21 include the sectors that were included for all subregions.

Please note that the subregional inventories were completed for different years, which may be suitable for high-level comparison purposes but do not include differences that may have occurred between those years (i.e., population change, economic impacts of pandemic, etc.).
53 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-24 October 31, 2025 Comprehensive Climate Action Plan
Table 2-22
Riverside-San Bernardino-Ontario MSA – Socioeconomic Data Metric

CVAG a SBCOG b WRCOG a Unincorporated
Riverside County c MSA Total
2030 2045 2030 2045 2030 2040 2030 2045 2030 2045
Employment 198,896 236,631 925,991 1,063,848 649,342 846,024 220,151 387,429 1,994,380 2,533,932 Service
Population d 691,642 859,871 3,389,491 3,873,737 2,465,753 2,928,638 1,300,008 1,991,008 7,846,894 9,653,254 NOTES:
a – Socioeconomic data is from RIVCOM.
b – San Bernardino Regional GHG Reduction Plan (2021).
c – Riverside County Climate Action Plan (2019), estimated using 2020-2035 CAGR. d – Service population = population + employment.

The business-as-usual GHG emissions forecast for each subregion in the MSA are compiled in Table 2-23 by sector for 2030 and 2045, along with an estimate of total BAU emissions for the region.

Transportation is expected to contribute the largest share of emissions through 2045. Under BAU conditions, the relative contributions from each sector are expected to be similar in 2030 and 2045.

Table 2-23
2030 and 2045 GHG Emissions Forecast by Sector (MTCO2e) for Entire Region (MSA ) Sector

CVAG a SBCOG WRCOG b Unincorporated
Riverside County c MSA Total d
2030 2045 2030 2045 2030 2045 2030 2045 2030 2045 e
On-Road
Transportation 1,690,843 1,992,412 8,955,209 9,695,447 4,842,047 6,040,887 3,018,767 5,916,574 18,506,866 24,611,255 Building
Energy f 1,635,545 2,004,362 6,647,783 7,664,821 4,698,311 5,843,787 1,693,895 2,615,427 14,675,534 18,435,574 Solid Waste 277,480 332,123 1,234,462 1,402,324 557,094 630,544 298,585 474,512 2,367,621 2,898,145 Off-Road
Equipment 171,947 202,781 341,637 503,215 404,299 448,040 4,531 5,441 922,414 1,159,781 Agriculture 1,920 2,162 254,938 113,656 74,366 63,763 1,261,044 928,655 1,592,268 997,439 Water 31,010 37,171 161,588 183,023 177,036 205,275
65,171 103,570
434,805 541,839
Wastewater 19,361 24,488 78,835 89,874 33,853 40,057 132,049 154,419 Total d 3,828,106 4,595,499 17,674,452 19,652,360 10,787,006 13,272,353 6,341,993 10,044,179 38,631,557 48,798,452 NOTES:
a – Based on socioeconomic data from RIVCOM.
b – Does not include commuter rail emissions that are presented in the WRCOG inventory. c – Does not include aviation emissions that are presented in the Riverside CAP. d – Totals may not add up due to rounding.
e – Interpolated based on the Riverside County CAP calculations through 2050. f – Combines electricity and natural gas use in residential, commercial, and industrial buildings from the Riverside County CAP.

GHG Emission Reduction Targets
Individual 2030 GHG reduction targets were modeled for CVAG, SBCOG, and WRCOG, which vary based on baseline year and reduction percentage. In addition to the individual jurisdictions' modeled GHG reduction targets, each subregion selected county-wide goals for 2030 and 2045 that are aligned with the California’s GHG reduction targets (40 percent below 1990 levels by 2030 and 85 percent below 1990 54 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 2-25 October 31, 2025 Comprehensive Climate Action Plan
levels by 2045).25, 26 Table 2-24 below summarizes these GHG reduction targets by subregion, including for Unincorporate Riverside County, which was derived from the Riverside County CAP.

Table 2-24
Subregional GHG Reduction Targets
Subregion 2030 Target 2045 Target
CVAG Set independently by jurisdiction 82.6% below 2023 emissions SBCOG Set independently by jurisdiction 84% below 2016 emissions WRCOG ~50% below 2010 emissions ~87% below 2010 emissions Unincorporated Riverside County 49% below 2008 emissions ~86% below 2008 emissions

25 California State Legislature, 2016
26 California State Legislature, 2022
55 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-1 October 31, 2025 Comprehensive Climate Action Plan
Chapter 3
GHG Reduction Measures
This chapter provides a comprehensive summary of GHG reduction measures for the Riverside- San Bernardino-Ontario Metropolitan Statistical Area (MSA), comprised of 54 jurisdictions in San Bernardino and Riverside Counties that are affiliated with the three Councils of Government (COG) including the Coachella Valley Association of Governments (CVAG), San Bernardino Council of Governments (SBCOG), Western Riverside Council of Governments (WRCOG), and Unincorporated Riverside County. The CCAP’s GHG reduction measures cover 25 jurisdictions in San Bernardino County and 29 jurisdictions in Riverside County. These measures are organized into three sections:
• State measures that are being implemented statewide, including throughout the entire MSA. • Regional measures that represent the entire MSA including all three COGS, selected because of their broad applicability to the region.
• Subregional and local measures that represent the full range of GHG reduction measures in each COG’s existing climate action plans (CAPs) that have been adopted or drafted by the COGs themselves (subregional CAPs) and/or by individual jurisdictions (local CAPs).

For more information regarding community engagement conducted during the development of the CCAP measures, please see Appendix F. Though some of these measures may already be implemented or required by state, regional, or local authorities, others may not be and are included as options for future consideration.

State Measures Summary
Emissions reductions at the state level are primarily achieved through regulations, such as efficiency standards for passenger vehicles, reduction in carbon content of transportation fuels, and minimum renewable energy supply requirements for utilities. In addition, California’s regulations mandate water conservation and waste diversion from landfills.

Measures regulated and implemented by the state achieve reductions without additional action by local communities. That is, even if VMT within the subregion remains constant over time, resulting GHG emissions would decrease because as new vehicles are purchased, they would in general be more GHG-efficient than those they replace.

State programs typically require action at the local level in order to be successful. For example, the California Green Building Standards Code (CALGreen and the Title 24, Part 6 energy standards) requires, at a minimum, that new buildings and renovations in California meet certain design standards. New residential and commercial buildings must meet certain baseline efficiency and sustainability standards. These baselines are established through locally adopted building codes and will result in GHG reductions. Additional voluntary building code provisions, known as Tier 1 and Tier 2 requirements, can be adopted locally, providing even greater energy savings and emissions reductions.
56 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-2 October 31, 2025 Comprehensive Climate Action Plan
Energy-State-SB100: Renewables Portfolio Standard
Mandates for utilities to source their power from renewable sources.

Through a series of increasingly stringent bills first enacted in 2002, California has placed requirements on electric utilities to procure a portion of their energy from renewable sources. The standard, known as the Renewables Portfolio Standard (RPS), applies to investor-owned utilities, publicly owned utilities, electricity service providers, and community choice aggregators.

Therefore, all electricity-providing utilities servicing the MSA (including Southern California Edison as well as community choice aggregators) must meet these targets:

1. 52 percent of retail sales from renewables by 2027

2. 60 percent of retail sales from renewables by 2030

3. 100 percent of retail sales from renewables by 2045
Meeting these goals will lead to reduced GHG emissions associated with electricity, as more electricity will be generated by sources with zero or lower carbon intensity.

Energy-State-SB350: SB 350 Clean Energy and Pollution
Reduction Act
Requirements to double statewide energy efficiency savings by 2030.

In 2015, California adopted SB350, which requires the state to double statewide energy efficiency savings in electricity and natural gas end uses by 2030. The quantification of this measure assumes that statewide electricity and natural gas savings targets, developed by the CEC, may be adjusted to local jurisdictions based on statewide and city populations. In addition, the quantification assumes that all reductions in energy consumption from Title 24 Standards and from solar water heater deployment overlap with SB 350 reductions.

Energy-State-T24: Title 24 Standards for Non-Residential and Residential Buildings
Mandates energy and water efficiency standards for buildings.

Building energy efficiency standards are designed to ensure new and existing buildings achieve energy efficiency and preserve outdoor and indoor environmental quality. California’s building energy efficiency standards (Title 24, Part 6) are listed in the California Code of Regulations.

These standards began in 1978 and are updated every 3 years, generally become more stringent with respect to efficiency requirements. They are generally enforced through locally adopted building codes and inspection processes. Over the next decade the Title 24 standards are expected to implement the goals of the California Energy Efficiency Strategic Plan, to achieve zero net energy (ZNE) performance for all new low-rise homes constructed after 2020, and for all new commercial buildings constructed in or after 2030. The latest adopted standards (2022), which become effective January 1, 2023, reduce energy use in new single family, multifamily, and nonresidential buildings. They encourage the installation of efficient electric heat pumps, establish electric-ready requirements for new homes, expand solar photovoltaic and battery 57 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-3 October 31, 2025 Comprehensive Climate Action Plan
storage standards, and update efficiency measures for lighting, building envelopes, and HVAC systems.

AB 1470 (Huffman) Solar Water Heaters
Encourages the installation of solar water heaters.

Beginning in 2017, AB 1470 was a 10-year program encouraging the installation of 200,000 solar water heating systems by 2017. AB 797 revised the program to promote the installation of solar thermal systems throughout the state, reserve 50 percent of the total program budget for the installation of solar thermal systems in low-income residential housing or in buildings in disadvantaged communities, and extend the operation of the program through July 31, 2020.

The resulting program is the California Solar Initiative CSI-Thermal Program, which offers cash rebates of up to $4,366 on solar water heating systems for single-family residential customers.

Multifamily and Commercial properties qualify for rebates of up to $800,000 on solar water heating systems and eligible solar pool heating systems qualify for rebates of up to $500,000.

Given that California relies heavily for natural gas water heating, AB 1470 seeks to provide incentives for installing rooftop solar water heating technologies, which will reduce fuel consumption, thereby lowering GHG emissions.

Co-Generation Facilities
Requirements for investor-owned utilities to procure energy from CHP facilities.

The California Public Utilities Commission (CPUC) administers a Qualifying Facilities and Combined Heat and Power (QF/CHP) Program. The QF/CHP Settlement is implemented through this program, and requires that California’s three largest investor-owned utilities (IOUs) (PG&E, SDG&E, and SCE) collectively procure 3,000 MW of capacity from combined heat and power (CHP) facilities by 2018. Qualifying facilities can sell the energy they generate to IOUs at predetermined prices and conditions. The QF/CHP Settlement also requires that California’s three largest IOUs reduce GHG emissions by 4.82 MMT by 2020, consistent with targets in the 2017 CARB scoping plan. This goal was modified later by CPUC in 2015’s Decision 15-06-028 to

2.72 MMT.

For the same level of power output, CHP systems (or co-generation systems) utilize less input energy than traditional separate heat and power (SHP) generation, resulting in fewer CO2 emissions. In traditional CHP systems, heat created as a by-product is wasted by being released into the environment. In contrast, CHP systems harvest the thermal energy and use it to heat onsite or nearby processes, thus reducing the amount of natural gas or other fuel that would otherwise need to be combusted to heat those processes. In addition, CHP systems lower the demand for grid electricity, thereby displacing the CO2 emissions associated with the production of grid electricity.
58 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-4 October 31, 2025 Comprehensive Climate Action Plan
AB 1493 (Pavley I and II) Greenhouse Reductions from New Passenger Vehicles
Requirements for vehicles to reduce fuel consumption.

In 2002, California adopted AB 1493, referred to as “Pavley 1,” which directed CARB to develop fuel-efficiency standards for passenger vehicles in California by 2005. Through a series of rulings, CARB and the federal government agreed on federal standards that began in 2009 and increased through 2016. In January 2012, CARB approved the Advanced Clean Cars Program, an emissions-control program for model year 2017 through 2025. The program combines the control of smog, soot, and GHGs with requirements for greater numbers of zero-emission vehicles. By 2025, when the rules will be fully implemented, the new automobiles will emit 34 percent fewer global warming gases and 75 percent fewer smog-forming emissions.

Building from Pavley 1, Executive Order S-1-07, known as the Low Carbon Fuel Standard (LCFS), requires the carbon-intensity of California’s transportation fuel to be reduced by at least 10 percent by 2020. In September 2018, CARB extended the LCFS program to 2030, making significant changes to the design and implementation of the Program including a doubling of the carbon intensity reduction target to 20 percent by 2030.

The Advanced Clean Cars program also requires car manufacturers to offer for sale an increasing number of zero-emission vehicles (ZEVs) each year, including battery electric, fuel cell, and plug-in hybrid electric vehicles. In December 2012, CARB adopted regulations allowing car manufacturers to comply with California's GHG emissions requirements for model years 2017– 2025 through compliance with the US EPA’s GHG requirements for those same model years.

California Governor Newsom’s Executive Order N-79-20 prohibits sales of fossil fueled vehicles after 2035. The Advanced Clean Cars II (ACCII) program, passed in 2022, supports EO N-79-20 and requires that by 2035 all new passenger cars, trucks, and SUVs sold in California will produce zero emissions. It amends the Zero-Emission Vehicle Regulation to require an increasing number of ZEVs, and relies on advanced vehicle technologies, including battery-electric, hydrogen fuel cell electric, and plug-in hybrid EVs to meet air quality and climate change emissions standards. It also amends the Low-Emission Vehicle Regulations to include increasingly stringent standards for gasoline cars and heavier passenger trucks to continue to reduce smog-forming emissions while the sector transitions toward 100 percent electrification by 2035. In 2025, Congress passed H.J.Res.88, a resolution under the Congressional Review Act (CRA), to nullify the EPA’s waiver that allowed California to enforce its ACCII standards. In response, California’s government filed a lawsuit against the federal government arguing that the CRA does not apply to EPA waivers, which are adjudicatory decisions rather than rulemakings.

At the time of writing this report, there have been no injunctions or rulings issued and the case remains ongoing.

SB 1383 Methane Capture
Mandatory requirements to reduce landfill methane emissions.

The Landfill Methane Rule requires gas collection and control systems for landfills with greater than 450,000 tons of waste-in-place. The rule requires a 40 percent reduction in landfill methane emissions by 2030 from a 2013 baseline. As appropriate, landfill owners and operators would 59 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-5 October 31, 2025 Comprehensive Climate Action Plan
install methane capture technology and associated monitoring systems on all landfills without methane capture with a goal of increasing the facility level methane capture rate to the highest extent feasible (i.e., approaching 100 percent) The measure also establishes statewide performance standards to maximize methane capture efficiencies. Implementation of the landfill methane rule would reduce GHG emissions attributable to landfills by 40 percent.

Recycling and Waste Diversion Mandates
Mandates diversion of organics and solid waste from the landfill waste stream.

Recycling or reusing materials rather disposing them in landfills reduces GHG emissions in several ways: using recycled materials rather than raw materials reduces the need to harvest and transport new raw construction materials, as recycled materials can be locally repurposed and reused; products that are repaired or reused, or designed to last longer, avoid the emissions associated with the harvesting of virgin materials and manufacturing of new products; composting organic waste keeps it from decomposing anaerobically in landfills to create methane, and compost helps build healthy soil and plants, which in turn serve as reservoirs for carbon that would otherwise result in GHG emissions released into the atmosphere.

Several regulations are in place that help to reduce GHG emissions associated with solid waste. • SB 1383 sets a statewide goal to divert at least 75 percent of organic waste from landfills by 2025, including the recovery of 20 percent of edible food waste for human consumption.
• AB 341 established a statewide goal of 75 percent recycling through source reduction, recycling, and composting by 2020, and requires commercial businesses, multi-family dwellings with 5 or more units, and public entities that generate 4 cubic yards or more of waste per week to have a recycling program in place.
• AB 1826 requires businesses and multi-family complexes that generate 2 or more cubic yards of solid waste, recycling, and organic waste combined per week to arrange for organics collection services. This includes schools, hospitals, stores, restaurants, for- profit or nonprofit organizations, as well as residential dwellings with 5+ units. • CALGreen, the state’s Green Building Standards Code, requires jurisdictions to divert a minimum of 65 percent of the construction waste generated during most new construction projects.

Local haulers and the agencies they serve support these policies through pricing structures that incentive recycling and waste diversion, organics diversion outreach, lumber scrap diversion ordinances and outreach, yard and food waste collection, landfill methane capture, and food waste biodigestion programs.

Water Conservation Mandates
Requires reduced urban per capita water use.

In Southern California, energy costs and GHG emissions associated with the transport, treatment, and delivery of water from outlying regions are high, providing the region with an extra incentive 60 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-6 October 31, 2025 Comprehensive Climate Action Plan
to reduce water consumption. While water conservation is accounted for as a state measure, it will be up to local water retailers, local governments, and water users to meet these targets.

California Assembly Bill 1668 and Senate Bill 606, passed after the drought of 2012–2017, require urban and agricultural water suppliers to enact new urban efficiency standards for indoor use, outdoor use, and water lost to leaks. These laws apply to water agencies operating in Western Riverside County, including Eastern Municipal Water District (EMWD), Western Municipal Water District (WMWD), Elsinore Valley Municipal Water District, Jurupa Community Services District, Rancho California Water District, Riverside Public Utilities, and the City of Corona. The indoor water use standard, set by the State Water Resources Control Board (SWRCB), is 55 gallons per person per day (GPCD) until January 2025, decreasing to 50 GPCD in January 2030.

An outdoor water use standard was expected to be adopted by June 2022. The standards are not enforceable on individual water users; water agencies must meet them by averaging across all their customers.

Regional Urban Water Management Plans provide strategies and create incentives to achieve these targets through regional and local action. Many water retailers offer resources that incentivize the purchase of high-efficiency appliances and provide information on best management practices, landscaping, and the use of recycled and gray water systems. Local participation is necessary to realize water use reductions and end-user implementation strategies typically include water conservation education; tiered pricing (i.e., pricing water according to the amount consumed); water-efficient landscape requirements for water, irrigation management. and plant selection; and incentives where some utilities pay for turf grass removal and replacement with efficiently irrigated landscaping. Some jurisdictions have adopted ordinances requiring the installation of certain water conservation measures at properties before selling or renovating properties. Others are seeking to expand recycled water deliveries and promote rainwater collection or graywater system use.

California Solar Mandate
Requires solar power installation for new single-family homes.

Climate change mitigation and energy independence are top priorities in California. To address these priorities, the state implemented the California Solar Mandate to reduce GHG emissions and promote renewable energy adoption. The California Solar Mandate was adopted as a part of the 2019 Building Energy Efficiency Standards adopted by the California Energy Commission (CEC). This mandate requires most new single-family homes and low-rise multifamily buildings to include solar photovoltaic (PV) system and applied to building permits starting in 2020.

Enacted in 2018, the California Solar Mandate requires new single and multi-family homes to include solar panel installations that generate enough electricity to meet the property’s annual energy needs. The solar requirement became effective in 2020 as a part of California’s building codes and is designed to help California meet its ambitious climate goals, including achieving 100 percent clean energy by 2045. By integrating solar energy into the construction of new homes, the state aims to reduce its reliance on fossil fuels, lower utility bills for homeowners, and increase the resilience of the electricity grid.
61 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-7 October 31, 2025 Comprehensive Climate Action Plan
Regional Measures Summary
This section profiles three regional measures, applicable to all three COGs in the MSA, that are considered highest priority for implementation. The regional measures included are the product of extensive coordination and engagement between multiple stakeholders, including CVAG, SBCOG, WROCG city and county governments, and more. The following considerations were used in evaluating and selecting the three regional measures for the CCAP. • Community and stakeholder support.
• Magnitude of anticipated GHG reductions from 2025-2030 and from 2025-2045. • Transformative impact – i.e., the extent to which the measure has the potential to create transformative opportunities or impacts that can lead to additional emissions reductions. • Cost-effectiveness of GHG reductions.
• Potential for co-benefits to priority populations, including reductions in air pollutants, reductions in risks from climate impacts, and fair economic growth and improved quality of life outcomes.
• Anticipated workforce implications and quality of local job creation.

Light Duty Electric Vehicle Infrastructure
Background
In California, the transportation sector accounts for about 50 percent of the state’s GHG emissions, 80 percent of its NOx emissions, and 90 percent of its diesel particulate emissions.27 These numbers highlight the potential positive impacts of transitioning to zero-emission transportation fuels, especially in geographic areas that experience high levels of medium- and heavy-duty traffic.

Zero-emission vehicle (ZEV) deployment in California continues to grow rapidly, fueled by state policy, air quality improvement and GHG and petroleum use reduction goals, consumer behavior, and other important market forces. The state of California has set ambitious goals for ZEV adoption for both public and private fleets, and charging and fueling infrastructure plays a critical role in supporting vehicle adoption. A critical component to meeting these goals is rapid expansion of publicly accessible electric vehicle charging stations (EVCS). If state goals are to be met, many zero-emission vehicles will need to be deployed over a very short period.

Currently, there are state programs that provide funding for installation of EVCS, but it is not nearly enough to fund the infrastructure to meet state and regional goals for ZEV adoption.

In addition, there are unique factors in the region that require further support to deploy ZEVs.

Specifically:
• Absent any further interventions, on-road transportation GHG emissions in Coachella Valley are expected to increase by as much as 18 percent and 39 percent by 2030 and 2050, respectively.

27 CEC, n.d.
62 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-8 October 31, 2025 Comprehensive Climate Action Plan
• Absent any further interventions, on-road transportation GHG emissions in Western Riverside are expected to increase by nearly 29 percent and 75 percent by 2030 and 2050, respectively. (Note: WRCOG forecasted transportation emissions take into account changes in VMT-related emissions in absence of state, regional and local actions.) • Absent any further interventions, on road transportation GHG emissions in San Bernardino County are expected to increase by approximately 9 percent by 2030 and 18% by 2045. (Note: SBCOG forecasted transportation emissions take into account changes in VMT and forecasted change in vehicle emissions with adopted state regulation, but do not include regional and local actions.)
This regional measure builds from several measures in WRCOG’s Subregional CAP (2022) and SBCOG’s Regional GHG Reduction Plan (2021):
• WRCOG Measure RT-3: Regional Zero Emission Vehicle (ZEV) Initiatives • WRCOG Measure LT-10: Local ZEV Programs: Infrastructure Expansion and Vehicle Purchases
• SBCOG Measure N-5: Community Fleet Electrification
By incentivizing the transition to EVs through an expanded EV charging infrastructure, the Riverside and San Bernardino County region can reduce GHG emissions and air pollution associated with passenger vehicles. This regional measure has the capability to significantly reduce emissions from light duty vehicles, as well as provide additional environmental and social benefits.

Description of Regional Measure
Goal & Purpose
The expansion of light duty EV infrastructure in the region has the potential to significantly reduce GHG emissions from on-road transportation, the largest contributing sector across all three subregions. The goal of this measure is to achieve significant decarbonization of on-road transportation vehicles while ensuring that all communities have access to the network of additional EVCS resulting from the measure. This regional measure addresses the need for large- scale deployment of EVCS in Riverside and San Bernardino Counties, particularly in priority populations, where investment in EV infrastructure has historically been limited. Funding to implement this measure will support the deployment and operation of an increasing number of light-duty EVs traveling within and through the region by providing accessible, reliable, and widely available charging opportunities
The potential scope of activities under this measure include:
• Program planning and siting of EVCS
o Identify appropriate locations and site hosts.28

28 A successful program will depend on strong relationships with willing site hosts. This is important for finding high- quality sites for publicly accessible chargers and for maintaining program funding and resources. Site hosts can include municipalities, community centers, shopping centers, employment centers, multi-family residential developments, recreation centers, attractions, and places of interest. 63 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-9 October 31, 2025 Comprehensive Climate Action Plan
o Outreach and engagement to ensure that sites are appropriate and effective. o Coordinate with local and regional planning efforts related to ZEV infrastructure. o Leverage, where possible, EV readiness planning that has been previously completed for the region by CVAG, SCAG, and WRCOG.
• EVCS Purchases
o DC fast chargers along highway corridors to support regional travelers. o Level 2 chargers to support community, multi-family residential, and local opportunity charging.
• EVCS Deployment
o Install EVCS: design, construction, construction management. o Provide needed electrical infrastructure upgrades.
• EVCS Operation
o Support station operations and payments.
o Ensure that stations are functional.
o Provide customer service to end users.
o Periodic charger software upgrades.
• EVCS Maintenance
o Ensure stations are maintained and repaired promptly. o Ensure correct connector standards are maintained.
o Ensure technicians are trained in appropriate technologies and needed skills. • Program Administration
Geographic Coverage
This measure is applicable to the entire MSA, inclusive of all jurisdictions belonging to WRCOG, SBCOG, and CVAG.

Authority to Implement
Authority to implement this regional measure lies with WRCOG, SBCOG, and CVAG, whose governing power comes from California Government Code, particularly Title 5, Division 1, Chapter 6, Section 6500 et seq. Additional regulatory and/or statutory authorities that may be needed to implement this measure are described by agency in the WRCOG local CAPs.29 The IREN and Clean Cities Coalition are potential program administration and implementation partners for this regional measure. Although the installation of EV charging stations typically requires a permit from the local jurisdiction, extensive environmental review (e.g., review under CEQA or NEPA) is not required. Implementation of this regional measure can leverage regional EV readiness planning previously completed by CVAG (Coachella Valley Plug-In Electric

29 WRCOG, 2022
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Vehicle Readiness Plan),30 SCAG (Southern California Plug-in Electric Vehicle Readiness Plan),31 SBCOG (Zero-Emission Vehicle Readiness and Implementation Plan),32 and WRCOG (Western Riverside County Plug-in Electric Vehicle Deployment Plan),33 as well as plans completed by local jurisdictions (e.g., cities of Riverside and Rancho Cucamonga).

Implementation Timelines and Milestones
The assumed project implementation schedule includes several milestones representing a phased installation of EVCS over an approximate three-year period starting late 2025 following the identification and award of funding, with the goal of complete deployment by December 31, 2028.
• Nov 2025 – April 2026: Program planning and siting of publicly accessible EVCS; Coordination with local and regional ZEV planning efforts; coordination with local governments and landowners to identify eligible sites for EVCS installation; optimize EVCS siting for public access and priority population benefits. • May 2026 – July 2026: Permitting of EVCS; Begin contracting for EVCS purchases. • Aug 2026 – December 2026: Phase 1 Electrical Upgrades and EVCS installation (20 percent installation)
• 2027: Phase 2 Permitting, Electrical Upgrades and EVCS installation (60 percent installation)
• 2028: Phase 3 Permitting, Electrical Upgrades and EVCS installation (100 percent installation)
• Ongoing (starting Aug 2026): EVCS Maintenance & Program Administration & Evaluation
This schedule is consistent with many state ZEV deployment goals and will contribute to the successful proliferation and operation of these vehicles. The program will also focus on operations and maintenance beyond that time and will continually evaluate the feasibility of expansion as resources and needs arise.

Metrics for Tracking Progress
• Total charging capacity procured
• Charging utilization at each EVCS
• Number of EV charging equipment installed (by type and location) • Percentage of installations in priority populations
• Average time from planning to installation
• Number of multi-family or community serving sites deployed

30 CVAG, 2014
31 SCAG, 2021
32 CSE, 2019
33 SCAG, 2013
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• Uptime percentage of EVCS
• Average wait time at stations
• Number of customer service inquiries resolved
• Number of technicians trained
• Number of maintenance incidents reported and resolved GHG Reduction and Cost Metrics
This analysis represents a business-as-usual (BAU) scenario in which the regulations in place at the time of analysis are assumed to be carried forward for future years. In other words, the analysis does not account for planned state regulations that would increase the efficiency of on- road vehicles and decarbonize the electricity grid by the year 2030. For planning purposes, GHG reduction and cost estimates can be based on the following per-unit values in year 2030:34 • Level 2 EVCS, upfront capital costs and costs per year of full operation:
o 2.2 MTCO2e reduction
o $25,000 capital cost per charger (equipment and infrastructure costs) o $720 maintenance cost per charger
o $300 network cost per charger
• DCFC EVCS, upfront capital costs and costs per year of full operation o 108.9 MTCO2e reduction
o $130,000 capital cost per charger (equipment and infrastructure costs) o $1,400 maintenance cost per charger
o $300 network cost per charger
These metrics were calculated using a combination of the following resources and assumptions:
• Charging utilization assumptions (e.g. charging sessions per day, kWh per session, hours per charger per day) were developed using data from Electrify America’s Quarterly Reports submitted to CARB.35
• EMFAC2021 is an on-road emissions model that provides emissions data for criteria pollutants and GHGs. EMFAC2021 was used to derive the average emissions rate (in grams per mile) of CO2e for a gasoline light-duty vehicle operating in San Bernardino and Riverside Counties in year 2023.
• Emissions from electricity usage by EV chargers were estimated by forecasting emission factors for year 2025 from EPA’s eGRID tool, which provides grid average regional emission factors through 2022.36

34 Estimates include costs from equipment and infrastructure, electricity usage, maintenance, operations, and network. 35 CARB, 2023a
36 USEPA, 2023
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EV chargers are assumed to displace VMT associated with ICE vehicles. The difference in emissions from displaced ICE vehicle VMT and electricity emissions generated by chargers equals the total net emissions reduction.

Alternatively, GHG reductions are assessed assuming full implementation of existing state regulations, namely the state’s Renewables Portfolios Standard (RPS) and numerous vehicle efficiency standards built into EMFAC2021. Incorporating the impacts of these regulations, the EVCS would have the following per unit emissions reductions and associated costs in year 2030:
• Level 2 EVCS, upfront capital costs and costs per year of full operation:
o 2.0 MTCO2e reduction
o $25,000 capital cost per charger (equipment and infrastructure costs) o $720 maintenance cost per charger
o $300 network cost per charger
• DCFC EVCS, upfront capital costs and costs per year of full operation o 98.6 MTCO2e reduction
o $130,000 capital cost per charger (equipment and infrastructure costs) o $1,400 maintenance cost per charger
o o $300 network cost per charger
The state regulation scenario uses the same set of assumptions as mentioned above with the exception of the on-road and electricity emission factors, which are adjusted to account for more efficient light-duty vehicles and a cleaner electricity mix based on CARB’s EMFAC2021 model and the State of California RPS projections for 2030.

Estimated Capital and Operational Costs
Table 3-1 through Table 3-3 provide an overview of estimated costs associated with purchasing and installing EVCS for the example project, as well as the annual cost to operate and maintain them. The cost estimates are based on data was provided by an EV charger supply company working with SBCOG, using the set of assumptions mentioned above. Calculations are based on deploying 255 240v Level 2 EVCS and 255 DC fast chargers (DCFC).

Table 3-1
Estimated Total EVCS Equipment and Infrastructure Cost
Charging Level Hardware Cost Installation Cost Total Capital Cost 240v Level 2 $3,525,000 $2,550,000 $6,375,000
DC Fast Charge $14,025,000 $19,125,000 $33,150,000
Total EVCS Cost $39,525,000

Table 3-2
Estimated Total Annual Energy Cost
Cost Type Level 2 DCFC Total Annual Energy Cost
Electricity energy charge $150,255 $7,592,440 $7,742,695 Electricity demand charge $321,300 $6,885,000 $7,206,300 Electricity fixed charge $110,925 $28,560 $139,485
Total Annual Energy Cost $582,480 $14,506,000 $15,088,480 67 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-13 October 31, 2025 Comprehensive Climate Action Plan

Table 3-3
Estimated Annual Network Costs
Level 2 DCFC Total Annual Maintenance Cost
$183,600 $357,000 $540,600
$76,500 $76,500 $153,000
Estimated Emissions Reduction Estimates
Estimated annual emissions and petroleum use reductions are presented in Table 3-4 and Table 3-5 for a BAU scenario where the carbon content of grid electricity remains the same as current conditions, and a state renewables portfolio (RPS) scenario where California’s target of 60 percent renewables for the grid by 2030 is assumed to be met. GHG emissions represent net total emissions. Air pollutant emissions (CO, NOx, PM10, PM2.5, VOC, and SOx) were estimated using CARB’s EMFAC2021 Tool.37 Note that air pollutants were assumed to remain the same between the two scenarios.

Table 3-4
Estimated Reductions in Annual Emissions and Fuel Use – 2030 BAU Charger
Type
Petroleum Savings
(barrels)
GHGs
(Metric Tons)
NOx
(lb)
CO
(lb)
PM10
(lb) PM2.5 (lb) VOC (lb) SOx (lb)
Level 2 1,450 537 286 4,065 6.0 5.6 70.0 14.4
DC Fast
Charging 73,259 27,113 14,454 205,423 305.6 281.4 3,538.1 726.1 Total 74,708 27,649 14,740 209,488 311.7 287.0 3,608.2 740.4

Table 3-5
Estimated Reductions in Annual Emissions and Fuel Use - 2030 RPS Scenario Charger Type
Petroleum
Savings
(barrels)
GHGs
(Metric
Tons)
NOx
(lb)
CO
(lb) PM10 (lb) PM2.5
(lb)
VOC
(lb) SOx (lb)
Level 2 1,344 497 182 3,153 4.5 4.1 46.8 12.8
DC Fast
Charging 67,902 25,130 9,191 159,322 226.6 208.5 2,362.7 645.6 Total 69,246 25,628 9,373 162,475 231.0 212.6 2,409.5 658.4

Existing Funding Sources
California Electric Vehicle Infrastructure Project (CALeVIP) The California Electric Vehicle Infrastructure Project (CALeVIP) provides funding for installing publicly available EV charging stations to support the rapid adoption of electric vehicles across California.

CALeVIP 1.0 was launched in 2017 and provided rebates for installing Level 2 and direct current (DC) fast chargers in 13 regional projects across 36 California counties. The program was funded by a $186 million block grant from the California Energy Commission’s Clean Transportation Program, which supports innovations in transportation and fuel technologies. CALeVIP 1.0 also received an additional $37 million in regional partner funding. San Bernardino County has

37 CARB, 2021
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$618,878 remaining for level 2 chargers through CALeVIP 1.0, but all the funding for Riverside County has been awarded as of February 2024.38
CALeVIP 2.0, launched in 2021, is a continuation of the EV charging funding with an emphasis on installing high-speed DC fast chargers (DCFC) only, directing 50 percent of overall project funding for installations in low-income and disadvantaged communities, and giving top priority to applicants who have done pre-planning. CALeVIP 2.0 has $30 million in rebates available through the Golden State Priority Project. Approximately 63% of this funding was allocated to California’s Eastern Region, 46% of which remains unused ($8.68 million).39 Eligible applicants must be a site owner or authorized agent (such as a property manager, EV service provider or contractor), and be a business, sole proprietorship, nonprofit organization, or a public or government entity, that is either based in California or operates as a California-based affiliate, or be a California Native American tribe listed with the Native American Heritage Commission. If CALeVIP 2.0 designates a third of the remaining awards to the IE region, approximately $3.48 million will be available.

Building Decarbonization
Background
Building energy use, which includes electricity, oil, propane, and natural gas usage, is a major contributor to GHG emissions and local and regional air pollution in San Bernardino and Riverside counties. As such, building energy-related reduction measures yield substantial GHG reductions and a number of additional benefits for populations that bear the negative impacts of local pollution. Building energy emissions accounted for approximately 41 percent of total regional GHG emissions for WRCOG in 2017, 35 percent of total regional GHG emissions for SBCOG in 2016, and 42 percent of total regional GHG emissions for CVAG in 2023.

California has ambitious climate goals, including a 40 percent reduction of GHG emissions below 1990 levels by 2030, making building decarbonization a key pillar in the state’s climate goals.

There are several available strategies to advance building decarbonization, including building electrification, building energy efficiency, and solar and battery storage installation, all of which are relatively low-cost, low-risk strategies for achieving state and regional climate goals. A critical component of achieving this goal is the rapid electrification of buildings along with deployment of renewable energy sources.

Currently, there are multiple state programs that provide funding for building decarbonization, but it is not nearly enough to fund the infrastructure to meet state and regional goals and close existing energy equity gaps. In addition, the region has historically faced challenges in receiving equitable opportunities to participate in energy efficiency and advanced energy. This regional measure builds on several measures in WRCOG’s Subregional CAP (2022), SBCOG’s Regional GHG Reduction Plan (2021), and the individual CAPs produced in CVAG’s jurisdictions.

By incentivizing building decarbonization, the Riverside and San Bernardino County Region can reduce GHG emissions and indoor and outdoor air pollution associated with powering buildings and their operations. In addition to environmental benefits, this measure has the capability to

38 CSE, n.d.
39 CSE, 2023
69 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-15 October 31, 2025 Comprehensive Climate Action Plan
improve energy affordability and create local green job opportunities for residents living in the region.

Description of Regional Measure
Goal & Purpose
The adoption of building decarbonization measures has the potential to significantly reduce GHG emissions from municipal and residential buildings, as well as provide additional environmental and social benefits such as local and regional air pollution and advancing energy affordability.

The goal for building decarbonization is to improve building energy efficiency, achieve greater electrification, deploy additional renewable energy and storage, reduce outdoor particulate matter in the indoors, mitigate against extreme heat, reduce indoor concentrations of N2O, and increase energy resilience. Energy efficiency measures are intended to promote the efficient use of energy and reductions in energy use, electrification pertains to replacing natural gas appliances with electric and/or zero carbon alternatives, and renewable energy measures are intended to lower the carbon content of electricity supplied to homes and municipal buildings.

The potential scope of activities under this measure is divided into municipal and residential buildings, and explained in more detail below:
• Municipal buildings: Public sector energy efficiency, integrated demand side management projects, energy efficiency, equipment electrification, and the installation of solar PV and energy storage projects by public agencies, as well as related investments to allow the facility to serve as a resilience center in the event of a grid outage, high heat day, or other emergency.
• Residential buildings: Establishing a direct install program that complements the statewide CEC Equitable Building Decarbonization Program, and provides funding for decarbonization retrofits to low- and moderate-income households such as, but not limited to:
o Heat pumps for space heating and cooling
o Heat pump for water heater, unitary and central
o Duct testing/sealing, new ducts, returns, and registers o Occupant controlled smart thermostats
o ENERGY STAR certified appliance replacements
o Air sealing, insulation, and solar window film
o Low-flow showerheads and faucets
o Induction range or cooktops
o Electric clothes dryers
o LED bulbs and fixtures
o Attic fan installation
o Thermal bridging removal
o Efficient pool pump installation
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o Installing awnings or black out UV window shades
o Planting strategically placed trees to provide shade to the facility or residence o Solar and battery storage installation
o Replacement of roofs with cool roofs when needed to enable solar PV installation • Residential buildings: Leveraging statewide incentive programs that encourage the adoption of low carbon technologies.

Geographic Coverage
This measure is applicable to the entire Inland Empire region, inclusive of all jurisdictions belonging to WRCOG, SBCOG, and CVAG.

Authority to Implement
Authority to implement this regional measure lies with WRCOG, SBCOG, and CVAG, whose governing power comes from California Government Code, particularly Title 5, Division 1, Chapter 6, Section 6500 et seq. In addition, some aspects of the measure pertaining to home energy efficiency upgrades could be best be administered by IREN.

In addition, local action and authority by cities can support and amplify efforts to reduce GHGs, which could include, for example, local requirements that all new construction be all-electric, requirements about levels of EV charging infrastructure in new construction, among others.

Specifically, local governments have the option to adopt building ordinances that exceed statewide building code requirements.

Lastly, at the regional level, air districts have the authority to set equipment and appliance standards for criteria pollutant and toxics emissions levels. In this instance, South Coast Air Quality Management District and Mojave Desert Air Quality Management District are the best suited agencies to implement.

Implementation Timelines and Milestones
A sample timeline is provided below for implementing the building decarbonization measure described above in the context of the CPRG program.
• End of 2025: Deliver CCAP to EPA
• Throughout 2025: Identify key actions to implement for each building decarbonization measure
• Early 2026:
o Coordinate resources across jurisdictions and take initial actions across municipal and residential building decarbonization
o Estimate GHG emissions from the building decarbonization actions o Estimate priority population benefits from the building decarbonization actions • Early 2027: Continue implementing building decarbonization actions • Mid 2026: Implement building decarbonization pilot programs and short-term strategies for GHG reductions
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• Mid-late 2027: Secure approval and budget for ongoing building decarbonization actions • Mid-2027: Deliver CPRG Status Report to EPA
• 2027 onward: Continue to implement building decarbonization and reduce GHGs; track progress across the region
Metrics for Tracking Progress
• Number of electrification upgrades made in municipal buildings • Number of energy efficiency upgrades made in municipal buildings • Number of rooftop solar and battery storage installed on municipal buildings • Number of homes retrofitted
• List of installed measures
• Expenditure breakdowns
• Number of occupants in retrofitted homes
• Locations of retrofitted homes (zip code, climate zone, utility service territory) • Participant opt-out rate
• Participant satisfaction
GHG Reduction and Cost Metrics
The analysis includes GHG emissions from municipal and residential buildings. The region is home to at least 54 municipal government agencies, which own and operate many buildings. It is estimated that the municipal buildings in the region emit approximately 802,690 MTCO2e per year. The proposed municipal buildings program could reduce GHG emission by 4,877 MTCO2e per building and cost approximately $2 million per building.

Municipal building GHG emissions were estimated by using municipal building energy emissions data for the year 2014 for the unincorporated areas of San Bernardino County and scaling these emissions to San Bernardino and Riverside counties using population. The 2014 municipal building energy data used as the base for scaling was provided in the San Bernardino County Community and Municipal Greenhouse Gas Inventory, developed by ICF in 2017. For residential buildings, around 5 million people call the region home, and residential building emissions contribute to approximately 5,241,346 MTCO2e per year. The proposed low- to moderate-income residential program could reduce GHG emission by 1.84 MTCO2e for each single family, 1.96 MTCO2e for each multifamily home, and 2.21 MTCO2e for each manufactured home. The average cost by building type would be $20,850, $36,250, and $31,800 respectively.

Residential building GHG emissions were estimated by using residential electricity and residential natural gas emissions data for the year 2016 for San Bernardino County and then scaling these emissions to the rest of the region using population. The residential emissions data used as the base for scaling was provided in the San Bernardino County Regional Greenhouse Reduction Plan, developed in 2021.
72 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-18 October 31, 2025 Comprehensive Climate Action Plan
Additional methodological information about the calculations is available in the County of Riverside CAP.40
Existing Funding Sources
At the time of writing this report, federal funding for energy efficiency and electrification programs is marked by a degree of uncertainty given a shift in national policy priorities. For this reason, this measure prioritizes state funding sources.

State Funding Sources:

Opportunity Name Administering Agency
Equitable Building Decarbonization Program California Energy Commission (CEC) Imperial Irrigation District (IID) Energy Rewards Prescriptive Rebates IID IID Residential Rebates IID
IID Residential Weatherization Program IID
IID Tree for All Program IID
IID EV Charger Rebates IID
Riverside Public Utilities Energy Rebates Riverside Public Utilities TECH Clean California Statewide Incentive Program TECH Clean California Smart Thermostat Rebates Golden State Rebates
Whole Building Electrification Alterations Incentive Program California Energy-Smart Homes

Equitable Building Decarbonization Program
The California Energy Commission’s (CEC) Equitable Building Decarbonization Program’s goals are to reduce GHG emissions in homes, advance energy equity, encourage resiliency to extreme heat, improve air quality, and more. The program has two components, the Direct Install Program and the Statewide Incentives program. The former program provides low- or no-cost decarbonization retrofits to low- and moderate-income households throughout the state, while the latter incentivizes the adoption of low-carbon technologies in homes. As of February 2024, the CEC is accepting input on the development and implementation of the Equitable Building Decarbonization Program. Per the CEC’s Notice of Proposed Awards in August 2024, Los Angeles County was awarded approximately $329 million to administer the Direct Install program in California’s Southern region.

Imperial Irrigation District (IID) Energy Rewards Non-Residential Rebates The IID Energy Rewards Program offers rebates for energy-efficient measures that customers purchase for business or non-residential organizations that reduce energy costs. Products and services eligible for rebates include programmable thermostats, vending misers, package terminal air conditioners and heat pumps, energy efficient motors, and HVAC systems. Applicants must purchase, install, and apply for their qualifying products by December 31, 2025.

IID Energy Rewards Residential Rebates
The IID Energy Rewards programs offers various rebates for energy efficient measures that customers purchase for their homes to reduce energy costs and usage. Applicants must purchase,

40 County of Riverside, 2019
73 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-19 October 31, 2025 Comprehensive Climate Action Plan
install, and apply for their qualifying products by December 31, 2025. Appliances eligible for rebates include ENERGY STAR certified clothes washers and dryers, refrigerators, dish washers, and dual-pane windows. Other eligible upgrades include attic fans, shade screens, attic insulation, HVAC systems, and more.

IID Residential Weatherization Program
The 2025 iteration of the IID Residential Weatherization Program (the All Weather Energy Savings Program) offers a minimum of $1,500 for energy saving services and equipment that reduces heating and cooling costs for its customers. Weatherization professionals will perform a complete home energy assessment to identify deficiencies and opportunities for energy conservation. Through the program, once energy conservation opportunities are identified, installers make the repairs and improvements at no cost to the customer. IID customers enrolled in the district’s Residential Energy Assistance Program (REAP) may receive an additional $500 in services. IID customers can participate in this program once every five years.

IID Tree for All
In 2023, IID announced the Tree for All Program, a residential free shade program for its energy customers. In the Fall of 2024, all 1,000 available trees were reserved by September 4 and were planted planet across the Imperial and Coachella Valleys. IID projected that, by the end of 2024, more than 3,700 trees would have been planted since the program’s inception. The trees available in the program were selected for their ability to both provide shade and survive in the region’s desert climate. The IID is planning for future Tree for All events. IID customers can participate in this program once a year.

IID EV Charger Rebates (“ReCharge”)
For customers that have converted to an electric vehicle, IID is offering rebates of up to $500 to customers that have purchased and installed a Level 2 plug-in electric vehicle charger. Applicants must purchase and install their qualifying product between January 1 and December 31, 2025.

The program site reports that 2024 purchases could have qualified if the application was submitted by March 2025.

Riverside Public Utilities Energy Rebates
The Riverside PUC has multiple rebate programs that help customers save money by conserving energy. Energy rebates include air conditioning incentives, ENERGY STAR appliances, pool and spa pumps, pool pump billing credits, refrigerator recycling, tree power, and weatherization. In addition, the PUC is offering a $1,000 rebate for used battery electric or plug-in hybrid vehicles purchased or leased after January 1, 2023.

TECH Clean California Statewide Heat Pump Incentives
TECH Clean California is a statewide initiative to accelerate the adoption of clean space and water heating technology across California’s buildings. The organization provides incentives for contractors to support the installation of HPWH in single family, multifamily, and commercial buildings. There are more than $37 million worth of incentives available through TECH Clean California. Eligible projects include heat pump, HVAC, and HPWH installations. As of June 2025, budget is still available for heat pump HVAC rebates for single family residential homes of low- and moderate-income in central California. Budget is also still available for a range of products statewide, for multifamily residential and commercial buildings. The program reports 74 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-20 October 31, 2025 Comprehensive Climate Action Plan
that additional commercial funding for HPWH rebates will become available for PG&E, SCE, SCG, and SDG&E customers statewide.

Golden State Rebates Smart Thermostat Rebates
Golden State Rebates offers savings of up to $75 on eligible ENERGY STAR certified smart thermostats for customers that are looking to replace an existing non-smart thermostat.

Participants must be a residential customer on a residential rate with an active meter by a Participating California Utility for the installation address. The program is paused but will reportedly restart by November 2025. Retail coupons were only redeemable through July 11 but will become redeemable again once the program relaunches.

California Energy-Smart Homes Single Family, Multifamily Low-Rise, and ADU Whole Building Electrification Alterations Incentives
Whole building electrification alterations to existing single family, multifamily low-rise, accessory dwelling unit (ADU) projects require a conversion of all gas appliances and equipment to electric systems including heat pump space heating, heat pump water heating, induction cooking, and electric or heat pump clothes dryers. In 2024, California Energy-Smart Homes is offering $4,250 of incentives for single family electrification alterations, with an additional $250 for purchasing a HP dryer and $1,000 for electric infrastructure upgrades. For low-rise multifamily buildings and ADUs, California Energy-Smart homes offers $2,200 in electrification alterations, with an additional $250 incentive for purchasing a HP dryer and $600 bonus for electric infrastructure upgrades.

Goods Movement Decarbonization
Background
Southern California is a major hub for importing and exporting goods, with trillions of dollars in cargo moving across the region each year. Goods movement, defined as the distribution of freight (including raw materials, parts and finished consumer products) by all modes of transportation including marine, air, rail, and truck,41 encompasses aspects of already existing regional networks such as trucks and trains, as well as their associated infrastructure and facilities. Many of these warehouses and distribution facilities employ heavy- and medium-duty vehicles that contribute to GHG emissions, and thus impact local and regional air pollution. In the Riverside and San Bernardino County Region, the goods movement infrastructure poses an opportunity for a substantial GHG reduction. The adoption of electric vehicles and other low-emission technologies such as hydrogen fuels would be transformative in reducing GHG emissions. Increasingly, the decarbonization of goods movement in California has been a focal point in local and regional climate action planning, but success in reducing goods movement emissions has been limited due to a lack of ZEV charging and fueling infrastructure, limited availability and affordability of new clean vehicle technologies, and the multijurisdictional nature of goods movement.

This regional measure builds from several measures in WRCOG’s Subregional CAP (2022) and SBCOG’s Regional GHG Reduction Plan (2021), indicated as follows:
• WRCOG Measure RT-3: Regional Zero Emission Vehicle (ZEV) Initiatives

41 USEPA, n.d.
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• WRCOG Measure LT-10: Local ZEV Programs: Infrastructure and Vehicle Purchases • SBCOG Measure T-5: Community Fleet Electrification
Figure 3-1 provides a high-level overview of the existing goods movement infrastructure in the Riverside-San Bernardino-Ontario MSA. Through the decarbonization of goods movement infrastructure, the region can reduce GHG emissions and air pollution associated with heavy and medium duty vehicles, trains, and cargo handling, as well as provide environmental, social, and economic benefits to the community.

Several regional initiatives are in development. This includes a planned medium and heavy-duty (MHD) zero-emission vehicle (ZEV) charging complex between Baker and Barstow along Interstate 15, and a similar project in the vicinity of Calimesa. In addition, the region is anticipating an increased demand for sustainably produced hydrogen fuel as the goods movement industry rolls out new hydrogen-powered vehicles, and has several projects in the planning stage, including a hydrogen fueling hub at the San Bernardino airport.

The South Coast Air Quality Management District (SCAQMD) received the largest CPRG implementation grant in the country for a project that will focus on transitioning goods movement in the region to zero-emission (ZE) technologies. It will fund initiatives that build infrastructure to support ZE freight vehicles, that facilitate electrification of goods movement equipment, and that accelerate EV deployment across the region. SCAQMD is a critical regional partner and implementing party, and this project will promote goods movement decarbonization across the region.
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Figure 3-1 Goods Movement Corridors in Riverside-San Bernardino-Ontario MSA SOURCE: Caltrans, 2024; ESA, 2024.

Description of Regional Measure
This measure serves to implement and incentivize decarbonization of goods movement activities through electrification or fuel switching of trucks and cargo-handling equipment fleets. This regional measure addresses the need to transition heavy and medium duty vehicles, as well as cargo handling equipment (i.e. top handlers, cranes, forklifts, terminal tractors, and yard trucks) from fossil fuels to electric power or hydrogen fuel. Funding to implement this measure will support the deployment of hydrogen filling stations and multi-megawatt electric charging at truck stops, incentives for private fleet vehicle electrification, and mechanisms to electrify cargo handling equipment.

Goal & Purpose
To reduce GHG emissions associated with goods movement in Riverside and San Bernardino Counties, including freight transport by medium and heavy-duty vehicles and cargo handling at warehouses and logistics centers. The potential scope of activities is explained in more detail below.
• EV Charging systems at goods movement facilities
o Combined charging systems: DC fast charging (DCFC) systems with a combined charging cable type. Combined charging systems are compatible with almost all LD and MHD ZEVs on the market today (with the major exception of Tesla vehicles, unless a personal adaptor is used). Combined charging systems range from 50kW−350kW, depending on the system and use needs. 77 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-23 October 31, 2025 Comprehensive Climate Action Plan
o Megawatt charging systems – developing technology that will provide fast charging for class 6, 7, and 8 commercial vehicles (MHD trucks), including goods movement long haul trucks that frequent the highway corridors of the region. These systems can charge a single vehicle with the maximum system power output or multiple vehicles at once, with the system’s power divided among the users.
• Hydrogen fueling stations at goods movement facilities • Purchase of goods movement ZEVs
o Funding of incentive programs for fleet electrification • Pilot vehicle & equipment studies for electric and hydrogen vehicle technology implementation
• Electrification of warehouse cargo-handling equipment • Zero emission offroad equipment, including locomotives and switchers • Energy storage and grid resilience
o Commercial solar and battery storage expansion
• First mile/last mile improvements
o Address barriers impeding the transformation of the last mile freight market Geographic Coverage
This measure is applicable to the entire Inland Empire region, inclusive of all jurisdictions belonging to WRCOG, SBCOG, and CVAG.

Authority to Implement
Agencies with the authority to implement this regional measure include the South Coast Air Quality Management District (SCAQMD) and Mojave Desert Air Quality Management District (MDAQMD), which are regulatory agencies established and governed by the California Health and Safety Code, particularly Division 26, Part 3, Sections 40400 et seq. Additional regulatory and/or statutory authorities that may be needed to implement this measure are described, by agency, in Appendix C.

GHG Reduction and Cost Metrics
The following GHG reduction and cost estimates are based on a preliminary design study provided to MDAQMD regarding the project.

Total GHG estimate for 5-year period (Q1–2025 through Q4 2029) 77,182 short tons = 70,019 MTCO2e
Estimated cost (rough order of magnitude) $48.9M
Cost per MTCO2e reduced $689

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Metrics for Tracking Progress
• Number of DC fast chargers (by power level)
• Number of hydrogen fueling stations operational
• Total $ amount of incentive programs for fleet electrification Existing Funding Sources
Last Mile Freight Program
SCAG has partnered with the Mobile Source Air Pollution Reduction Review Committee (MSRC) to establish Program Guidelines and issue a Call for Projects for the Last Mile Freight Program (LMFP). The LMFP is a component of a larger goods movement emission reduction effort established by the MSRC. Last mile freight activity is a critical component of supply chains for both consumers and intermediary businesses dealing with physical goods. E-commerce has had a profound impact on last mile delivery growth, and in 2020, the COVID-19 pandemic has only exacerbated the frequency of deliveries adding further stress to global supply chains. At the same time, air quality challenges continue to impact the public health of the region.

As part of SCAG’s Connect SoCal plan (2020–2045 Regional Transportation Plan/Sustainable Communities Strategy), the Accelerated Electrification strategy is a Key Connection of the Plan seeking to de-carbonize or electrify vehicles including those within goods movement. The LMFP serves as an initial step towards implementing freight-related clean vehicles/equipment and infrastructure to support cleaner air goals. SCAG has developed a two-phased approach for the LMFP. The first Phase, happening now, focuses on the commercial deployment of zero-emission or near-zero emission (ZE/NZE) heavy and/or medium duty on road trucks (including ZE/NZE equipment and supporting infrastructure). A total of $16,751,000 is available for Phase 1 of the LMFP.42
Goods Movement Emission Reduction Program (PROP 1B)
The Goods Movement Emission Reduction Program (Prop 1B) is a partnership between the California Air Resources Board (CARB) and local agencies (like air districts and seaports) to quickly reduce air pollution emissions and health risk from freight movement along California’s trade corridors. Projects funded under this program must achieve early or extra emission reductions not otherwise required by law or regulation. Funds are currently available through participating air districts for heavy-duty truck replacement or repower and Transportation Refrigeration Unit (TRU) replacement. Infrastructure projects supporting replacement trucks and/or TRUs utilizing advanced technologies are also eligible.43 ARCHES Hydrogen Infrastructure
The Alliance for Renewable Clean Hydrogen Energy Systems (ARCHES) is a public-private partnership program funded by the U.S. Department of Energy to accelerate the development and deployment of clean renewable hydrogen. ARCHES was created to facilitate California’s transition to renewable, clean hydrogen (H2) energy while prioritizing environmental justice, equity, economic leadership, and workforce development. ARCHES is the result of an

42 More information on this program can be found here: https://scag.ca.gov/LMFP 43 CARB, 2015
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unprecedented collaboration between state government, higher education, labor and an environmental NGO based upon a shared belief in the benefits that hydrogen brings to California and its communities, including cleaner air, lower GHG emissions, greater energy security, and greater economic and workforce prosperity. Under this program, California will receive up to $1.2 billion for the implementation of California’s Hydrogen Hub.44 The California Hydrogen Hub aims to accelerate the adoption of hydrogen as a clean source of energy. The Hub will serve as a critical component of the state’s decarbonization goals, especially in hard-to-abate sectors such as public transportation, heavy duty trucking, and port operations. By establishing a robust hydrogen market and ecosystem, California will support the growth of hydrogen-powered vehicles, fuel cells, and other applications, and foster a more sustainable and resilient energy future.

South Coast Air Quality Management District INVEST CLEAN SCAQMD’s INVEST CLEAN – Infrastructure, Vehicles, and Equipment Strategy for Climate, Equity, Air Quality, and National Competitiveness project was awarded nearly $500 million through CPRG. In alignment with the National Zero-Emission Freight Corridor Strategy, this project will fund initiatives to install EV charging sites, adopt zero-emission freight vehicles, and electrify goods movement equipment across the Los Angeles-Long Beach-Anaheim and Riverside-San Bernardino-Ontario MSAs.

Subregional Measures
The subsequent section outlines the state and local GHG reduction measures that CVAG, Unincorporated Riverside County, SBCOG, and WRCOG jurisdictions have incorporated into their municipal or subregional Climate Action Plans, or have indicated a willingness to consider, spanning a range of economic sectors. This section provides a detailed description of local GHG reduction measures as well as implementation considerations, such as implementation agencies, authority to implement, potential funding, staff effort, cost-effectiveness, and implementation milestones. Finally, each section contains an estimate of GHG reduction potential for both state and local measures.

These measures provide a planning framework for the subregions and their respective jurisdictions. Precise implementation and participation may vary across jurisdictions.

CVAG Measures
This section provides a summary of the GHG emissions reductions from state reduction measures and the local GHG emission reduction strategies for CVAG. The analysis includes two socioeconomic scenarios (RIVCOM and DOF as discussed in Chapter 2) and recognizes the challenges of individual cities implementing policies and programs to achieve GHG reductions.

The analysis also provides an opportunity for cities to take this foundational analysis and build on it to further advance local climate action.

The first portion of this section summarizes the CVAG GHG quantification analysis for the state measures—a discussion of the measures occurred at the beginning of Chapter 2. Next, is a

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discussion of the local measures followed by quantification of the local measures. Last is an analysis of the CVAG cities’ GHG emissions relative to GHG targets.

GHG Reduction for State Measures
Table 3-6 summarizes the impact of statewide standards and regulations on CVAG’s emissions forecasts for 2030 and 2045. Figure 3-2 illustrates the combined effect of these forecasts for the subregion. Both Table 3-6 and Figure 3-2 include socioeconomic data from the RIVCOM scenario. By 2030, statewide standards and regulations are expected to reduce community emissions by approximately 976,059 MTCO2e, or an estimated 26 percent from 2023 emission levels. By 2045, statewide measures are expected to reduce community emissions by approximately 2,755,045 MTCO2e per year, or an estimated 57 percent from 2023 emission levels. As shown in Table 3-6, with state-imposed regulations, the emissions are expected to decrease through the year 2045, compared to the BAU forecast that shows an increase over the same period.

Table 3-6
CVAG GHG Reductions from State Measures (MTCO2e/yr)45
State Measures by Sector 2030 Reduction Potential
(Compared to BAU)
2045 Reduction Potential
(Compared to BAU)
Energy
SB100 (2018) Renewables Portfolio Standard (RPS) 382,721 1,183,507 SB 350 Clean Energy and Pollution Reduction Act 129,755 43,536 Title 24 Building Energy Efficiency Standards 33,684 54,634 California Solar Mandate 18,148 -
Transportation
Small Off-Road Engines Regulation and Zero-
Emission Forklift Regulation
17,011 38,053
Vehicle Efficiency Standards 269,380 539,428
Advanced Clean Cars II (ACCII) 114,227 850,011
Water
Water Conservation Mandates 8,138 37,171
Wastewater
Renewable Electricity in Wastewater Systems 2,994 8,706 Total Reduction from State Measures 976,059 2,755,045

45 The GHG reduction values are modeled using the RIVCOM socioeconomic data. 81 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-27 October 31, 2025 Comprehensive Climate Action Plan
Figure 3-2 CVAG Subregion: Community GHG Emissions After Accounting for State Measures, by Sector (MTCO2e/year) – All Cities Combined46

Table 3-7 and Figure 3-3 show the results of the same analysis described above using socioeconomic data from the DOF scenario. By 2030, statewide standards and regulations are expected to reduce community emissions by approximately 903,908 MTCO2e, or an estimated 25 percent from the BAU forecast. By 2045, statewide measures are expected to reduce community emissions by approximately 2,284,393 MTCO2e per year, or an estimated 58 percent from the BAU forecast. Methods used to quantify reductions are included in Appendix B.

Table 3-7
CVAG GHG Reductions from State Measures (MTCO2e/yr)47
State Measures by Sector 2030 Reduction Potential
(Compared to BAU)
2045 Reduction Potential
(Compared to BAU)
Energy
SB100 (2018) Renewables Portfolio Standard (RPS) 360,102 1,026,704 SB 350 Clean Energy and Pollution Reduction Act 124,794 28,309 Title 24 Building Energy Efficiency Standards 19,395 54,634 California Solar Mandate 31,577 -
Transportation
Small Off-Road Engines Regulation and Zero-
Emission Forklift Regulation
13,583 43,692
State On Road-1: Vehicle Efficiency Standards 245,337 478,102 Advanced Clean Cars II (ACCII) 99,750 716,686
Water

46 The GHG reduction values are modeled using the RIVCOM socioeconomic data. 47 The GHG reduction values are modeled using the DOF socioeconomic data.

BAU Emissions
Reductions from
State Regulations
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Table 3-7
CVAG GHG Reductions from State Measures (MTCO2e/yr)47
Water Conservation Mandates 6,904 29,639
Wastewater
Renewable Electricity in Wastewater Systems 2,466 6,627 Total Reduction from State Measures 903,908 2,384,393
Note: Totals may not add up due to rounding.

Figure 3-3 CVAG Subregion: Community GHG Emissions After Accounting for State Measures, by Sector (MTCO2e/year) – All Cities Combined48

Local Measures
This section summarizes the local GHG reduction measures for CVAG by sector: Energy, On- Road Transportation, Off-Road Transportation, Solid Waste, Agriculture, Water, and Wastewater. The “Accounting for Local Measures” and “Meeting GHG Reduction Target” sub- sections summarize GHG reduction potential for local measures and lists the cities that selected each measure.

Local Measures – Energy
Energy-1: Building Electrification
Adopt building electrification targets and incentives for new commercial and residential buildings and retrofits.

48 The GHG reduction values are modeled using the DOF socioeconomic data.

BAU Emissions
Reductions from
State Regulations
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use HVAC and water heating systems. It assumes that all new residential buildings will be 100% electric in 2030 and 2045. For new commercial buildings, this measure assumes that 75 percent of buildings will be all-electric. For both existing commercial and residential buildings, 10 percent of buildings are assumed to be all-electric. This goal could be supported through nonfinancial incentives or streamlined permitting.

Energy-2: LED Bulbs and Fixtures
Replace interior and exterior incandescent, compact fluorescent, halogen, and T12 linear fluorescent bulbs.

The adoption of this measure would require jurisdictions to adopt ordinances that require new developments to use 100% LED lighting and develop incentive programs to encourage homeowners and businesses to switch their lightbulbs to be more energy efficient. By adopting this measure, jurisdictions can lower electricity consumption through upgrades in energy efficient lightbulbs. By 2025, California is eliminating the sale of most incandescent, halogen, and fluorescent products and it is therefore assumed that 95 percent of all residential lighting and 15 percent of commercial lighting will be non-LED in 2030. This drops to one percent and five percent for residential and commercial lighting respectively in 2045.

Energy-3: Smart Thermostat
Install occupant controlled smart thermostats for buildings with central heating and cooling systems.

This measure would require jurisdictions to promote and encourage the adoption of smart thermostats. Smart thermostats can reduce energy consumption because they gather data and adjust the temperature of homes and other buildings based on occupancy and inhabitants’ preferences, leading to a reduction in GHG emissions. This goal could be supported through financial incentives and jurisdictions can work with utilities and residents to raise awareness about the benefits of installing a smart thermostat.

Energy-4: Appliance Electrification Upgrades
Replace and install inefficient electric appliances with Energy Star appliances.

This measure would require jurisdictions to promote and encourage residents to replace inefficient electric appliances with Energy Star appliances, including refrigerators, dishwashers, washing machines, and ceiling fans. On average, single-family homes can see a 2 percent decrease in overall energy emissions and multifamily homes will reduce energy emissions by nearly 3.5 percent by installing Energy Star appliances. This goal could be supported through financial incentives and awareness raising campaigns.

Energy-5: Solar Window Film
Install solar window film certified by the National Fenestration Rating Council on single and multifamily homes and commercial buildings.

Solar window film can help to keep buildings cooler because it reduces solar heat gain, which in turn lowers the demand on cooling systems and increases overall energy efficiency. On average, air conditioning is responsible for 13 percent of total household energy consumption. Solar window film is estimated to increase cooling cost savings by 30 percent. This measure assumes 84 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-30 October 31, 2025 Comprehensive Climate Action Plan
that 15 percent of all buildings will have solar window film by 2030 and 25 percent will install it by 2045.

Energy-6: Cool Roofs
Install and retrofit roofs with cool roofs to reduce urban heat island effects and lower energy consumption.

Substituting traditional roofing with light-reflective materials has the potential to diminish heat absorption, resulting in a reduction in outside air temperature which can reduce energy loads needed for cooling.

A cool roof is constructed using materials characterized by high thermal emittance and solar reflectance (albedo), aiming to deflect sunlight and associated energy away from a building.

These attributes enable roofs to absorb less heat, maintaining much cooler temperatures than conventional materials, particularly during peak summer conditions. Cool roofs can be applied to low-sloped roofs commonly found on commercial, industrial, and office buildings, as well as steep-sloped roofs typical in residences and retail structures.

Local jurisdictions may offer incentives, such as streamlined permitting or bonus density, for new multi-family buildings and re-roofing projects that incorporate "cool" roofs, aligning with the current California Green Building Code (CALGreen) standards for commercial and industrial buildings.

Energy-7: Roofline Insulation and Attic Encapsulation
Insulate roof rafters to improve energy efficiency in existing homes.

Inadequate insulation in attics or roof spaces allows heat to escape during winter months and heat to enter during warm months, leading to higher energy bills, discomfort, and potentially damage the roof structure itself. Roof insulation is an effective way to reduce heat loss and improve energy efficiency and can include interventions such as blanket insulation, rigid insulation boards, and spray foam insulation. A key aspect of improving roofline insulation is proper installation and regular maintenance to check for signs of damage or deterioration. Local jurisdictions may offer incentives, such as rebates, to encourage roof insulation upgrades.

Energy-8: HVAC Maintenance Program
Create an HVAC tune-up program to ensure that HVAC systems are operating at their maximum efficiency level.

HVAC systems consume about 26 percent of residential energy use and nearly 42 percent of commercial building energy use and are therefore critical to increasing energy efficiency. Regular maintenance of HVAC systems offers many benefits, including improved energy efficiency, indoor comfort, enhanced air quality and extended lifespan. An HVAC tune-up is a preventative maintenance service performed by qualified technicians to ensure HVAC systems are functioning efficiently and to optimize the system’s performance. Local jurisdictions can partner with utilities, nonprofits, or other organizations to develop an HVAC tune-up program. This initiative also has the potential to be financed through programs such as California First, which allow property owners to finance improvements that are repaid through an assessment on their property taxes for up to 20 years. Incentives, such as those available from California Energy Upgrade, can also assist. These and similar programs are often administered through the participating local 85 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-31 October 31, 2025 Comprehensive Climate Action Plan
government entity. The Inland Regional Energy Network (IREN) is an additional resource that can connect local governments with residents and small businesses and provide support for implementing measures such as the HVAC maintenance program.

Energy-9: Solar Installations for New Commercial and Industrial Development Establish a goal for solar installations on new commercial and industrial development.

Installing solar panels on new commercial and industrial buildings boosts renewable energy production and reduces GHG emissions. This measure encourages businesses to use Power Purchase Agreements or other low-cost options for rooftop solar installation. Jurisdictions adopting this measure set a 2030 goal for 15 percent of energy requirements for new development supplied by onsite solar power and 2045 goal of 30 percent.

These goals could be achieved with nonfinancial incentives or streamlined permitting. Primary funding would come from state or utility programs, or private sources like a Power Purchase Agreement (PPA). Jurisdictions can help connect project proponents to funding opportunities.

Title 24, which became effective January 1, 2023, requires all new non-residential building projects to install solar PV and energy storage. To ensure projects are in accordance with Title 24, contractors are required to include solar installations in new non-residential construction, which will also support progress on this measure.

Energy-10: On-site Solar Energy for New and Existing Warehouse Space Promote and incentivize solar installations.

This measure aims to increase solar installations on existing and new warehouse spaces through collaborations with Southern California Edison and other private sector funding sources, such as SunRun, Tesla, and other solar lease or PPA companies. To implement this measure, jurisdiction governments can collaborate with private companies and utilities to secure funding for solar energy projects. The implementation of this measure would be gradual through 2045, as new warehouse spaces are constructed and equipped with solar installations, and existing warehouse spaces are retrofitted. This measure also recommends that jurisdiction governments set a goal for 40 percent of existing and new warehouse roof space to install solar panels. This goal could be supported through non-financial incentives or streamlined permitting. Jurisdictions may also act as a resource for connecting project proponents with funding opportunities.

Energy-11: Solar Installations for Existing Homes
Increase solar installations on existing single-family homes.

This measure aims to set targets for solar installations on existing single-family homes to be achieved by 2030 and 2045. Specifically, it targets 20 percent of homes installing solar by 2030 and 30 percent by 2045. These objectives may be supported through non-financial incentives or streamlined permitting processes within the jurisdictions. Primary funding is anticipated to come from state-level or utility-level programs or private investments such as Power Purchase Agreements (PPA). Jurisdictions might also serve as a resource in connecting project proponents with funding opportunities. To facilitate the implementation of this measure, jurisdiction governments can collaborate with private companies to secure funding for solar energy initiatives. This measure will be implemented progressively through 2045 as new single-family residential developments are constructed and equipped with solar installations. 86 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-32 October 31, 2025 Comprehensive Climate Action Plan
Energy-12: Solar Installations for Existing Commercial and Industrial Buildings Establish a goal for solar installations on existing commercial and industrial buildings.

Governments in various jurisdictions are setting ambitious targets for solar installations on existing commercial and industrial buildings to be achieved by 2030 and 2045. The implementation goals are set at 20 percent by 2030 and 30 percent by 2045. These objectives may be partially fulfilled through private funding from companies such as SunRun, Tesla, or other solar lease PPAs. Furthermore, nonfinancial incentives and streamlined permitting processes at the local level can facilitate the achievement of these targets. Jurisdictions could also serve as resources for connecting property owners with funding opportunities.

This initiative is designed to complement the voluntary CALGreen measures related to solar photovoltaic systems. To successfully implement this measure, governments in various jurisdictions can collaborate with building owners, state funding programs, and private enterprises to secure financing for solar energy projects. The rollout of this measure will progress gradually through 2045 as solar systems are installed on existing structures. 87 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-33 October 31, 2025 Comprehensive Climate Action Plan
Table 3-8
CVAG Energy Measure Implementation Considerations
Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Energy-1 Building
Electrification
Indian Wells, Indio,
Palm Desert, Palm
Springs
The authority to implement this
measure rests with local planning
and building departments, state
energy agencies, and utility
programs.
• Planning departments can
adopt ordinances requiring
building electrification of
new developments
• State agencies like the
California Energy
Commission set building
energy standards under Title
24 Utilities may offer incentives for
residential and commercial
upgrades under energy efficiency
programs regulated by the
California Public Utilities
Committee.

Federal:
• DOE
• HHS
• HUD
• IRS
State:
• CEC
• CPUC
• HCD
Regional:
• SCE
• SoCalRen
High Ranges from net
benefit to <$1,000
MTCO2e f
Priority 3:
• Draft in 2028
• Adopt in
2029
Energy-2 LED Bulbs and
Fixtures
Blythe, Cathedral
City, Indian Wells,
Indio, La Quinta,
Palm Desert, Palm
Springs, Rancho
Mirage
Local governments have the
primary implementation authority
in LED lighting upgrades.

Building departments may
establish or enforce lighting
standards in new construction and
major renovations; sustainability
offices may run rebate or direct-
install programs; and utilities can
provide incentives for LED
upgrades under energy efficiency
programs regulated by the CPUC.

Regional:
• SCE
• SoCalRen
Low Net Benefit d Priority 1:
• Draft in 2026
• Adopt in
2027
Energy-3 Smart Thermostat Indian Wells, Indio,
Palm Desert, Palm
Springs, Rancho
Mirage
Local jurisdictions, including
sustainability offices, have the
authority to promote and
encourage smart thermostats
working with utilities and where
grant funding is identified, cities
can implement incentives.

Regional:
• SCE
• SoCalGas
• SoCalRen
Low Net Benefit d Priority 1:
• Draft in 2026
• Adopt in
2027
88 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-34 October 31, 2025 Comprehensive Climate Action Plan
Table 3-8
CVAG Energy Measure Implementation Considerations
Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Energy-4 Appliance
Electrification
Upgrades
Blythe, Cathedral
City, Indian Wells,
Indio, Palm Desert,
Palm Springs,
Rancho Mirage
Authority to implement appliance
electrification upgrades rests with
local planning or building
departments, sustainability
offices, and utility programs.

Planning and building
departments issue permits and
ensures code compliance for
appliance replacements, local
governments may also offer
incentives or bulk purchasing
program, and utilities could
provide rebates and technical
support for electrification
upgrades.

Federal:
• DOE
• HHS
• HUD
• IRS
State:
• CEC
• CPUC
• HCD
Regional:
• SCE
• SoCalGas
• SoCalRen
Low <$200 per
MTCO2e d

Priority 1:
• Draft in 2026
• Adopt in
2027
Energy-5 Solar Window Film Indian Wells, Indio,
Palm Desert, Palm
Springs, Rancho
Mirage
The authority to implement
programs that increase the use of
solar window film lies with cities.

Building departments may include
window film as part of energy
efficiency compliance in
renovation and local governments
can promote adoption through
outreach and incentives. Where
grant funding is identified, cities
can implement incentives for
existing/new development.

Regional:
• SCE
• SoCalGas
SoCalRen
Medium Net Benefit d Priority 2:
• Draft in 2027
• Adopt in
2028
Energy-6 Cool Roofs Blythe, Cathedral
City, Desert Hot
Springs, Indian
Wells, Indio, Palm
Desert, Palm Springs,
Rancho Mirage
The authority to implement cool
roofs lies with local cities and
their building or planning
departments. Locally, building
departments enforce T24 cool
roof requirements and planning
departments may adopt
ordinances that encourage cool
roofs. At the state level, state
energy agencies set performance
standards for roofing materials.

Regional:
• SCE
• SoCalREN

Medium Net Benefit d Priority 2:
• Draft in 2027
• Adopt in
2028
89 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-35 October 31, 2025 Comprehensive Climate Action Plan
Table 3-8
CVAG Energy Measure Implementation Considerations
Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Energy-7 Roofline Insulation
and Attic
Encapsulation
Indian Wells, Indio,
Palm Springs,
Rancho Mirage
Authority for roofline insulation
and attic encapsulation lies with
Building Departments, local
weatherization programs, and
utility energy efficiency
initiatives. Building departments
ensure compliance with insulation
standards during construction and
retrofits; local governments may
offer weatherization assistance for
low-income households; and
utilities provide rebates for
insulation upgrades under CPUC-
regulated programs.

State:
• CEC
• CPUC
• CSD
• HCD
Regional:
• SCE
• SoCalGas
• SoCalRen
Medium Net Benefit to
<$1,000 per MT
CO2e f
Priority 2:
• Draft in 2027
• Adopt in
2028
Energy-8 HVAC Maintenance
Program
Desert Hot Springs,
Indian Wells, Indio,
Palm Desert, Palm
Springs, Rancho
Mirage
Cities have the authority to
implement and administer HVAC
maintenance programs in
partnership with utility energy
efficiency programs. Local
governments may promote regular
maintenance through outreach or
incentive programs and utilities
offer rebates for tune-ups and
diagnostics.

Federal:
• DOE
• HHS
• HUD
• IRS
State:
• CEC
• CPUC
• HCD
Regional:
• SCE
• SoCalGas
• SoCalRen
Low Net Benefit to
<$1,000 per MT
CO2e f

Priority 1:
• Draft in 2026
• Adopt in
2027
90 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-36 October 31, 2025 Comprehensive Climate Action Plan
Table 3-8
CVAG Energy Measure Implementation Considerations
Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Energy-9 Solar Installations for
New Commercial and
Industrial
Development
Indio, La Quinta,
Palm Desert, Palm
Springs, Rancho
Mirage
Authority to implement solar
installations in new commercial
and industrial projects rests with
Planning Departments, Building
Departments, and state energy
agencies. Planning Departments
can adopt ordinances requiring
solar readiness or installations in
new developments; Building
Departments issue permits and
inspect installations; and the CEC
enforces solar mandates under
Title 24 for certain building types.

Federal:
• DOE
State:
• CPUC
Regional:
• SCE
Medium Net Benefit d Priority 2:
• Draft in 2027
• Adopt in
2028
Energy-10 On-site Solar Energy
for New and Existing
Warehouse Space
Desert Hot Springs,
Indio, Palm Desert
Implementation authority includes
Planning Departments, Building
Departments, and local
sustainability offices. Planning
Departments may designate
zoning or incentives for solar
installations on warehouse
rooftops; Building Departments
oversee permitting and code
compliance; and local
governments may promote
adoption through outreach or
green building programs.

Federal:
• DOE
State:
• CPUC
Regional:
• SCE
Medium Net Benefit d Priority 2:
• Draft in 2027
• Adopt in
2028
91 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-37 October 31, 2025 Comprehensive Climate Action Plan
Table 3-8
CVAG Energy Measure Implementation Considerations
Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Energy-11 Solar Installations for
Existing Homes
Blythe, Coachella,
Indian Wells, Indio,
La Quinta, Palm
Desert, Palm Springs,
Ranch Mirage
The authority to implement and
expand solar installations in
existing homes rests with building
departments to issue permits and
inspect installations. and state
energy agencies. Planning
Departments can adopt ordinances
requiring solar readiness or
installations in new
developments; Building
Departments issue permits and
inspect installations; and the CEC
enforces solar mandates under
Title 24 for certain building types.

Federal:
• DOE
• IRS
State:
• CSD
• CPUC
Regional:
• CPA
• SCE
Low Net Benefit d Priority 1:
• Draft in 2026
• Adopt in
2027
Energy-12 Solar Installations for
Existing Commercial
and Industrial
Buildings
Indio, La Quinta,
Palm Desert, Palm
Springs, Rancho
Mirage
The authority to implement and
expand solar installations in
existing commercial and
industrial buildings rests with
building departments to issue
permits and inspect installations.
and state energy agencies.

Planning departments can adopt
ordinances requiring solar
readiness or installations in new
developments; building
departments issue permits and
inspect installations; and the CEC
enforces solar mandates under
Title 24 for certain building types.

Federal:
• DOE
State:
• CPUC
Regional:
• SCE
Low Net Benefit d Priority 1:
• Draft in 2026
• Adopt in
2027

Notes:
a. CAPCOA Handbook, 2024
b. City of Coronado CAP, 2022
c. Sacramento County CAP, 2024
d. ⁠San Bernardino County Regional GHG Reduction Plan Update, 2022 e. San Diego County CAP, 2024
f. Derived from multiple sources
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 92 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-38 October 31, 2025 Comprehensive Climate Action Plan
Local Measures – On-Road Transportation
On-Road-1: Increase Housing Density
Increase the density of planned housing units within the region.

The addition of housing generally results in a net increase in vehicle trips and total transportation emissions for a city. To help attenuate this increase, planners should focus on providing higher density and infill housing in VMT-efficient locations, such as mixed-use specific plan areas, downtowns, and high-quality transit areas in order to reduce daily household VMT. Most participating jurisdictions have identified portions of their communities where future higher- density development is desirable. This measure complements Local Measures On-Road 12 and On-Road 13 that promote land use diversity and transit-oriented development. Implementation of this measure would include nonfinancial incentives, which could include streamlined permitting and density requirements. Housing developers would be targeted by local government planning action.

On-Road-2: Increase Land Use Diversity
Provide a variety of development types and uses.

This measure focuses on improving the jobs-housing balance by increasing land-use diversity. In areas where a mix of land uses is most appropriate (downtown area, specific plan, corridor plans, etc.), cities are providing for a variety of development types and uses to enable shorter trips for shopping and entertainment.

Development can occur in many forms, ranging from single-family homes on large plots of land to multi-family housing with high vertical construction for residential areas, and single-use to multi-use zoning for commercial properties. While land development choices are typically made at the household or business level, recent studies show that individuals are more frequently demanding higher-density, multi-use regions that are more walkable. Most participating jurisdictions have identified portions of their communities where future higher-density development is desirable. Such development reduces both VMT and GHGs, as individuals can accomplish many tasks in a single mixed-use area. This also can improve community health by encouraging bicycling and walking, improve air quality by reducing tailpipe emissions, and increase the community’s sense of place.

With new multi-family residential and mixed-use developments, the need for external vehicle trips can be reduced by providing useful services/facilities on-site such as ATMs, vehicle fueling and recharging stations, electric vehicle infrastructure, and shopping venues. Similar to On-Road- 11, this measure would include nonfinancial incentives, which could include streamlined permitting and development requirements. Developers would be targeted by local government planning action.

On-Road-3: Light-Duty Electric Vehicle Infrastructure
Expand the availability of publicly accessible EV charging stations throughout the region.

This measure supports the regional uptake of zero emission vehicles (ZEVs) through expansion of supporting infrastructure, including EV charging and hydrogen refueling stations. Potential implementation actions include:
93 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-39 October 31, 2025 Comprehensive Climate Action Plan
• Adopt an ordinance requiring EV charging stations for new development. • Provide publicly accessible charging stations and other support for ZEVs. • Streamline the permitting process for charging and fueling stations. • Provide designated or preferential parking for ZEVs.
• Accelerate the purchase of ZEVs to replace fossil-fueled fleet vehicles • Adopt a comprehensive neighborhood program to accommodate off-street paths and on- street facilities of designated space for Neighborhood Electric Vehicles (NEVs) and supporting infrastructure.

This measure would necessitate installations on private property that would be accessible to the public. To successfully implement this measure, it would require funding, which would come from state or utility programs, or private sources like electric vehicle companies. Jurisdictions can help connect project proponents to funding opportunities.

On-Road-4: Pedestrian Infrastructure Improvements
Expand and improve pedestrian infrastructure.

Similar to bicycle infrastructure, developing pedestrian-oriented plans will provide the template for high-quality pedestrian infrastructure to local jurisdictions. The planning process will allow jurisdictions to refine improvements to meet the needs and address the context of their communities, and should incorporate best practices for bike facility design, identify the location and prioritization of improvements, discuss funding sources.

These goals could be achieved with nonfinancial incentives or streamlined permitting. To facilitate the implementation of this measure, local governments will need to develop Active Transportation Plans, Safe Routes to School Plan, and/or similar plans. This could be improved through funding mechanisms, although financiering is not entirely necessary for the rollout of this measure. Through implementation of these plans, local governments can construct sidewalks, crosswalks, curb ramps, pedestrian signals, or pedestrian crossings, and create pedestrian only spaces within public areas.

On-Road-5: Bicycle and Micromobility Infrastructure Improvements Expand on-street and off-street bicycle and micro-mobility infrastructure.

By providing more bicycle lanes and better connections between existing bicycle lanes, participating jurisdictions can increase the viability of bicycling and other micromobility transportation as an emission-free commute option. Micromobility vehicles include electric and human-powered scooters, bicycles and wheeled conveyances. Several CVAG jurisdictions have adopted or are preparing bicycle master plans, active transportation plans, or safe routes to school plans, including the CV Link project, that incorporate these elements, as well as bike share programs and the expansion of supporting facilities such as bike parking and end of trip facilities such as showers, changing rooms, and lockers. Implementing these plans will increase alternative transportation options in the subregion and can reduce vehicle miles traveled and congestion for vehicles. In addition, there are community health benefits from increased bicycling, which include improved air quality and exercise. Both financial and non-financial incentives, as well as 94 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-40 October 31, 2025 Comprehensive Climate Action Plan
streamlined permitting processes for related infrastructure at the local level can facilitate the implementation of this measure.

On-Road-6: Transition City and Agency Fleets to Zero Emission Vehicles Purchase low- or zero-emission vehicles.

Transitioning local government vehicle fleets to ZEVs would reduce municipal emissions of local jurisdictions. Cities and agencies can adopt vehicle transition plans that incorporate ZEV purchases into current fleet retirement/replacement plans. Part of this fleet electrification measure is for municipalities to define clear targets, timelines, and strategies for integrating charging infrastructure, budget allocation, personnel training, and updates to vehicle procurement policies.

To implement this measure, local governments will need to secure funding through state or private programs both for vehicles and associated charging infrastructure.

On-Road-7: Increase Transit Service and Frequency
Collaborate with regional transit providers to increase transit service and frequency provided in the subregion.

This measure focuses on collaborating with local and regional transit providers to increase volume and frequency of transit service in the subregion, including more implementation of bus rapid transit. Local jurisdictions should coordinate with the local and regional transit providers during major planning efforts and project approvals and should provide and condition local infrastructure such as bus pull-outs where appropriate. Cities can also encourage the use of transit by providing or improving bus shelters, and by providing real time schedules that make it easier and more efficient for riders to use transit services. In order to implement this measure, governments in various jurisdictions can collaborate with transit agencies to access state and local funding programs.

On-Road-8: Transit Oriented Development
Place new developments near transit services.

Place new residential or commercial developments in close proximity to high-quality transit services and provide design features that support active transportation and facilitate first- mile/last-mile solutions. High-quality transit would be defined as a bus station or a fixed-route bus with headways of 15 minutes or less during peak commute hours. This measure would include nonfinancial incentives, which could include streamlined permitting and development requirements. Developers would be targeted by local government planning action.

On-Road-9: Transportation Demand Management
Implement TDM strategies and programs.

This strategy reflects the regional share of transportation demand management (TDM) strategies that may be implemented on a regional level. Access to car share and carpool programs provides an alternative to owning a vehicle or driving a single-occupancy vehicle for some trip purposes.

This measure can be particularly effective on college, hospital, or large office campuses and complements transit-oriented development. Programs for as-needed shared vehicle sharing and 95 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-41 October 31, 2025 Comprehensive Climate Action Plan
carpool programs can be provided by private institutions or companies as a service to employees, residents, or students.

With teleworking becoming increasingly viable for companies and for workers, this measure is likely to become widely popular for occasional commuting, and other related programs in the subregion may also develop. To implement this measure, funding is not necessarily required.

Alternatively, the shared fleet of vehicles and carpool programs could be provided by private institutions or companies as a service to its employees, residents, or students.

On-Road-10: Parking Pricing and Limited Requirements
Price public parking in central business districts, employment centers, and retail centers. Reduce requirements for vehicle parking in new development projects.

This measure would include limiting parking requirements for new development in certain areas, which may encourage alternative individual transportation choices. This can be accomplished by eliminating (or reducing) minimum parking requirements, creating maximum parking requirements, and implementing shared parking. Limiting parking requirements would encourage modes of transportation other than single-occupancy vehicles, thereby reducing VMT and GHG emissions. If these alternative transportation modes include walking and biking, mobility and health benefits can also be realized.

This goal could be supported through non-financial incentives or streamlined permitting.

Jurisdictions may also act as a resource for connecting project proponents with funding opportunities.

On-Road-11: Traffic Signal Coordination
Incorporate technology to synchronize and coordinate traffic signals along local arterials.

Traffic signal coordination describes a method of timing groups of traffic signals along an arterial to provide smooth movement of traffic with minimal stops. This technique reduces motorist stops and delays, lowers the amount of fuel needed to move a certain distance, and reduces GHG emissions. Signal coordination also lessens congestion and resulting tail pipe emissions, which reduces GHG emissions and improves air quality.

Implementation necessitates public works improvement and transportation planning efforts from local governments. Planning can be streamlined through funds allocated towards technological improvements, from public or private sources. For example, the City of Coachella identified deploying Intelligent Transportation Systems as a measure to improve traffic flow and lower transportation emissions.
96 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-42 October 31, 2025 Comprehensive Climate Action Plan

Table 3-9
CVAG On-Road Transportation Measure Implementation Considerations Measure Ref
#
Measure Title Implementation
Agencies
Authority to Implement Potential Funding Staff Effort Cost-effectiveness Range ($ per
MTCO2e)
Implementation
Milestones
On-Road-1 Increase Housing
Density

Blythe, Cathedral
City, Coachella,
Indian Wells, Indio,
La Quinta, Palm
Desert, Palm Springs,
Ranch Mirage
City Planning Departments are the lead agencies for
zoning changes, land use amendments, and housing
element updates. They have the authority to amend
zoning codes to allow higher density, streamline
permitting processes, implement nonfinancial
incentives like density bonuses and reduced parking
requirements. They can also steer development
through specific plan updates and General Plan
amendments. At the state level, California
Department of Housing and Community
Development (HCD) oversees compliance with
housing element law and RHNA (Regional Housing
Needs Allocation) requirements. HCD enforces
housing laws and can revoke housing element
certification if jurisdictions fail to comply. HCD also administers funding programs like the Infill
Infrastructure Grant Program and Affordable Housing
and Sustainable Communities Program.

Regional Councils of Government (COGs) help
allocate RHNA targets and coordinate regional
planning efforts.

COGs work with HCD to ensure housing elements
reflect regional needs and climate goals.

Federal:
• HUD
State:
• SCG
• HCD
High $201 to $999 per
MTCO2e f

Priority 1:
• Draft in 2026
• Adopt in 2027
On-Road-2 Increase Land Use
Diversity
Blythe, Cathedral
City, Coachella,
Indian Wells, Indio,
La Quinta, Palm
Desert, Palm Springs,
Ranch Mirage
Local government planning departments have the
authority to:
• update General Plans and Specific Plans to
allow mixed-use development;
• amend zoning codes to permit a broader range
of uses in targeted area;
• streamline permitting processes for infill and
mixed-use projects;
• offer nonfinancial incentives like reduced
parking requirements or expedited review
Most land-use changes in California are subject to
public input and CEQA review but can be
streamlined for some infill and mixed-use projects
under certain conditions development projects. They
Federal:
• HUD
State:
• SCG
• HCD

High >$1000 per MTCO2e f

Priority 2:
• Draft in 2027
• Adopt in 2028
97 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-43 October 31, 2025 Comprehensive Climate Action Plan
Table 3-9
CVAG On-Road Transportation Measure Implementation Considerations Measure Ref
#
Measure Title Implementation
Agencies
Authority to Implement Potential Funding Staff Effort Cost-effectiveness Range ($ per
MTCO2e)
Implementation
Milestones
must also be approved or adopted by City Councils
and Boards of Supervisors.

On-Road-3

Light-Duty Electric
Vehicle
Infrastructure
Blythe, Cathedral
City, Coachella,
Indian Wells, Indio,
La Quinta, Palm
Desert, Palm Springs,
Ranch Mirage
The authority to expand publicly accessible EV
charging infrastructure—including ordinances,
permitting, and incentives—rests with a combination
of local departments, state agencies, and utility
partnerships. Within local governments, Planning
Departments can adopt ordinances requiring EV
infrastructure in new developments and designate
zoning for EV-friendly uses; Building and Safety
Departments are typically responsible for issuing
permits and conducting inspections for EV charging
installations; and Public Works or Transportation
Departments may manage public right-of-way
installations, parking designations, and fleet
electrification.

AB 1236 (2015) and AB 970 (2021) require all
California cities and counties to adopt streamlined
permitting ordinances for EV charging stations.

Federal
• NEVI program
State:
• SCE
• CARB
• CEC’s Clean
Transportation
Program49
• CEC’s
CALeVIP50
Regional:
• IREN/Clean
Cities
Medium Ranges from net
benefit to >$1000 per
MTCO2e a

Priority 1:
• Draft in 2026
• Adopt in 2027
On-Road-4 Pedestrian
Infrastructure
Improvements
Blythe, Cathedral
City, Coachella,
Indian Wells, Indio,
La Quinta, Palm
Desert, Palm Springs,
Ranch Mirage
Local governments in California have authority over
land use. Planning Departments play a key role in
aligning infrastructure improvements with broader
land use and climate goals, and in developing
municipal codes, pilot programs, and permitting
processes that may be needed for implementation;
Public Works Departments often lead the design and
construction of pedestrian corridors and related street improvements; Transportation Departments (or
divisions within Public Works) are responsible for
planning and managing active transportation systems,
including sidewalks and pathways, traffic calming,
and other safety measures.

Federal:
• US DOT
State:
• Caltrans
• CalSTA
Regional
• SBCTA,
CVAG,
WRCOG
Medium $201 to $999 per
MTCO2e e
Priority 1:
• Draft in 2026
• Adopt in 2027
On-Road-5 Bicycle and
Micromobility
Infrastructure
Improvements
Blythe, Cathedral
City, Coachella,
Indian Wells, Indio,
La Quinta, Palm
Local governments in California have authority over
land use. Planning Departments play a key role in
aligning infrastructure improvements with broader
land use and climate goals, and in developing
Federal:
• US DOT
State:
• Caltrans
Medium $201 to $999 per
MTCO2e e
Priority 2:
• Draft in 2027
• Adopt in 2028

49 https://www.energy.ca.gov/programs-and-topics/programs/clean-transportation-program 50 https://calevip.org/about-calevip
98 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-44 October 31, 2025 Comprehensive Climate Action Plan
Table 3-9
CVAG On-Road Transportation Measure Implementation Considerations Measure Ref
#
Measure Title Implementation
Agencies
Authority to Implement Potential Funding Staff Effort Cost-effectiveness Range ($ per
MTCO2e)
Implementation
Milestones
Desert, Palm Springs,
Ranch Mirage
municipal codes, pilot programs, and permitting
processes that may be needed for implementation;
City Planning, Public Works, and Transportation
Departments. Public Works Departments often lead
the design and construction of bicycle lanes and
micromobility infrastructure (like e-scooter parking
zones), and related street improvements;
Transportation Departments (or divisions within
Public Works) are responsible for planning and
managing mobility systems, including bike lanes,
traffic calming, and micromobility integration.
• CalSTA

Regional
• CVAG
On-Road-6 Transition City and
Agency Fleets to
Zero Emission
Vehicles
Blythe, Cathedral
City, Coachella,
Indian Wells, Indio,
La Quinta, Palm
Desert, Palm Springs,
Ranch Mirage
The authority to transition city owned and managed
fleets rests within the local government itself.

Federal
• NEVI program
State:
• SCE
• CARB
• CEC’s Clean
Transportation
Program51
• CEC’s
CALeVIP52
Regional
• IREN/Clean
Cities
Medium Ranges from net
benefit to >$1000 per
MTCO2e f

Priority 1:
• Draft in 2026
• Adopt in 2027
On-Road-7 Increase Transit
Service and
Frequency
Indian Wells Generally, the authority to increase transit service and frequency is shared among local city departments,
local and regional transit services, regional
transportation authorities, and state-level agencies.

In Western Riverside County, Riverside Transit
Agency (RTA) develops Short Range Transit Plans
(SRTPs) to guide service improvements and
expansions. It also operates regional transit
services and coordinates with municipal transit
systems in cities like Corona, Beaumont, Banning,
and Riverside. The Riverside County Transportation
Federal:
• US DOT
• IIJA
State:
• CARB
• CalTrans
• CalSTA

High Ranges from net
benefit to >$1000 per
MTCO2e f
Priority 1:
• Draft in 2026
• Adopt in 2027

51 https://www.energy.ca.gov/programs-and-topics/programs/clean-transportation-program 52 https://calevip.org/about-calevip
99 Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-45 October 31, 2025 Comprehensive Climate Action Plan
Table 3-9
CVAG On-Road Transportation Measure Implementation Considerations Measure Ref
#
Measure Title Implementation
Agencies
Authority to Implement Potential Funding Staff Effort Cost-effectiveness Range ($ per
MTCO2e)
Implementation
Milestones
Commission (RCTC) manages funding, planning, and
coordination across agencies and jurisdictions. RCTC
manages Measure A funds and SB 1 allocations.53
On-Road-8 Transit Oriented
Development
Indian Wells Similar to increasing Land Use Diversity, Local government planning departments have the authority
to:
• amend General Plans, Specific Plans,
and Zoning Codes to allow TOD.
• define high-quality transit areas
• streamline permitting and offer nonfinancial
incentives to developers
• require TOD-supportive design features like
pedestrian access, bike infrastructure, and
reduced parking
Most land-use changes in California are subject to
public input and CEQA review but can be
streamlined for some infill and mixed-use projects
under certain conditions development projects. They
must also be approved or adopted by City Councils
and Boards of Supervisors.

Federal:
• HUD
State:
• SCG
• HCD
• Caltrans
High Ranges from net
benefit to >$1000 per
MTCO2e f

Priority 1:
• Draft in 2026
• Adopt in 2027
On-Road-9 Transportation
Demand
Management
Indian Wells City Public Works or Transportation Departments typically lead TDM efforts, which include carpool
and car share programs. Responsibilities can range
from managing parking supply and prioritizing
carpool and clean vehicle spaces, implementing
ordinances that incentivize developers to include car
share vehicles and memberships in new
developments, and supporting pilot programs for
carsharing in multifamily housing.54
State:
• CalTrans
Regional
• CVAG

Medium >$1000 per MTCO2e d Priority 1:
• Draft in 2026
• Adopt in 2027
On-Road-10 Parking Pricing and
Limited
Requirements
Palm Springs City Planning Departments lead the development and enforcement of zoning codes and parking
requirements. They can set maximum parking limits
for new developments, require unbundled parking
(separating parking costs from rent), and implement
Regional
• CVAG

High $201 to $999 per
MTCO2e f
Priority 2:
• Draft in 2027
• Adopt in 2028

53 How RCTC Funds and Plans Local Transit Improvement - RCTC 54 Trip Reduction & TDM | Cool California
100

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Table 3-9
CVAG On-Road Transportation Measure Implementation Considerations Measure Ref
#
Measure Title Implementation
Agencies
Authority to Implement Potential Funding Staff Effort Cost-effectiveness Range ($ per
MTCO2e)
Implementation
Milestones
parking cash-out programs and Transportation
Demand Management (TDM) policies. City Public
Works or Transportation Departments typically
manage parking infrastructure, including meters, curb
space, and permit programs.

On-Road-11 Traffic Signal
Coordination
Palm Springs Implementation is shared among local city
departments, Riverside County Transportation
Commission (RCTC), and Caltrans depending on
jurisdiction and roadway ownership.

Federal:
• US DOT
State:
• CalTrans
Medium $201 to $999 per
MTCO2e f
Priority 1:
• Draft in 2026
• Adopt in 2027
Notes:
a. CAPCOA Handbook, 2024
b. City of Coronado CAP, 2022
c. Sacramento County CAP, 2024
d. ⁠San Bernardino County Regional GHG Reduction Plan Update, 2022 e. San Diego County CAP, 2024
f. Derived from multiple sources
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 101

Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-47 October 31, 2025 Comprehensive Climate Action Plan
Local Measures – Off-Road Transportation
Off-Road-1: Construction Equipment Electrification
Encourage the electrification of construction equipment.

This measure entails the electrification of warehouse cargo-handling equipment, transitioning to zero-emission offroad equipment including locomotives and switchers, and establishing a goal for construction equipment to utilize electricity as power rather than natural gas. Implementing this measure would require close coordination with the air district that sets requirements related to air quality on construction vehicles and would also require providing mitigation options related to construction vehicles through Voluntary Emission Reduction Agreement (VERA) programs that could overlap with this measure. Regional air districts have mitigation programs for air quality that focus on construction equipment and sometimes have funding to assist with equipment swap- out, jurisdictions choosing this measure would benefit from coordinating with the air districts in implementing this measure.

Off-Road-2: Lawn and Garden Equipment Electrification
Encourage the electrification of landscaping equipment.

This measure entails the electrification of landscaping equipment. It may involve local governments adopting an ordinance that reduces gasoline or diesel-powered landscaping equipment use and offers incentives and/or rebates for replacing fossil-fueled equipment with electric-powered equivalents. The regional air districts offer residential and commercial lawn and garden equipment rebate programs for qualifying equipment. Jurisdictions choosing this measure would benefit from coordination with the air districts in implementing this measure. 102

Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-48 October 31, 2025 Comprehensive Climate Action Plan

Table 3-10
CVAG Off-Road Transportation Measure Implementation Considerations Measure Ref
#
Measure Title Implementation
Agencies
Authority to Implement Potential Funding Staff Effort Cost-effectiveness Range ($ per
MTCO2e)
Implementation
Milestones
Off-Road-1 Construction
Equipment
Electrification
Desert Hot Springs,
Indian Wells
The authority to implement the electrification of
construction equipment, including ordinances,
permitting, and incentives—rests with a combination
of local departments and state agencies. Within local
governments, Planning Departments can adopt
ordinances requiring new construction equipment be
electric, to phase out natural gas- and diesel-powered
equipment. State agencies, including CalTrans and
the Air District, could also oversee implementation.

State:
• CARB
• CalTrans
Regional
• SCAQMD
• SBCTA,
CVAG,
WRCOG
Low $201 to $999 per
MTCO2e e
Priority 1:
• Draft in 2026
• Adopt in 2027
Off-Road-2 Lawn and Garden
Equipment
Electrification Desert Hot Springs,
Indian Wells, Palm
Springs
The authority to implement the electrification of lawn
and garden equipment, including ordinances,
permitting, and incentives lies within local
governments. Planning Departments can adopt
ordinances requiring new lawn and garden equipment
be electric.

State:
• CARB
Regional
• SCAQMD
Low $201 to $999 per
MTCO2e e
Priority 2:
• Draft in 2027
• Adopt in 2028
Notes:
a. CAPCOA Handbook, 2024
b. City of Coronado CAP, 2022
c. Sacramento County CAP, 2024
d. ⁠San Bernardino County Regional GHG Reduction Plan Update, 2022 e. San Diego County CAP, 2024
f. Derived from multiple sources
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 103

Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-49 October 31, 2025 Comprehensive Climate Action Plan
Local Measures – Solid Waste
Waste-1: SB1383 Short-Lived Climate Pollutants Organic Waste Recycling Reduce methane pollution and other short-lived climate pollutants by reducing organic waste by 75 percent.

SB 1383 is a statewide mandate that requires every jurisdiction to provide organic waste collection. Organic waste refers to food, green material, landscape and pruning waste, organic textiles and carpets, lumber, wood, paper products, printing and writing paper, manure, biosolids, digestate, and sludges. Organic waste in landfills is responsible for nearly 20 percent of the state's methane emissions. Reducing the volume of organic waste sent to landfills will contribute significantly to decreasing overall methane emissions. This legislation requires that 75 percent of organic waste be diverted to composting. Since jurisdictions are responsible for implementing SB 1383, it is accounted for as a local measure.

Waste-2: Construction and Demolition Waste Diversion
Adopt a construction and demolition waste recovery ordinance that meets or exceeds the CALGreen voluntary guidance of 65-75 percent reduction in nonhazardous waste.

This measure would encourage CVAG jurisdictions to adopt local ordinances to ensure that CVAG is on track to meet or surpass the 65-75 percent reduction of nonhazardous waste based on the CALGreen construction waste management requirements. Construction and demolition generate significant amounts of waste, most notably lumber waste. Repurposing construction waste can help to prevent decay in landfills and be recycled into new products. For example, nonhazardous lumber waste can be reused in other building projects or be recycled as mulch or compost. The implementation of this ordinance will require close collaboration with stakeholders to ensure contractors, property managers, and workers are aware of the need to reduce nonhazardous waste and have the resources and knowledge to comply with the target.

Encouraging contractors to develop waste management plans and take detailed accounts of their waste disposal, will increase accountability and prioritization of waste reduction.

Waste-3: Solid Waste Diversion
Adopt citywide waste goals to divert waste, support zero waste programs and education, and implement recycling and composting in multifamily buildings.

This measure establishes jurisdiction-wide goals to divert solid waste by 80 percent by 2045. This goal can be supported by a multipronged approach including waste diversion education for residents, supporting zero waste programs and circular economy initiatives, and providing resources to implement recycling and composting in multifamily buildings. This measure would involve a community-wide approach and help to develop a sense of ownership for improving recycling and composting, making individuals more likely to implement these initiatives.

Waste-4: Food Waste Diversion
104

Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-50 October 31, 2025 Comprehensive Climate Action Plan
Establish a food waste and organics diversion goal. Pilot a food share/food recovery program.

Food waste diversion refers to changing practices that lead to the disposal of methane-generating biodegradable waste. This measure would establish a 30 percent food waste diversion goal by 2030. The aim of this goal is to reduce the amount of food waste that end up in landfills by developing food share and/or food recovery programs to save edible food from being sent to landfills. Food recovery programs reduce food waste and GHG emissions in tandem with reducing food insecurity.
105

Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-51 October 31, 2025 Comprehensive Climate Action Plan
Table 3-11
CVAG Solid Waste Measure Implementation Considerations
Measure Ref
#
Measure Title Implementation
Agencies
Authority to Implement Potential Funding Staff Effort Cost-effectiveness Range ($ per
MTCO2e)
Implementation
Milestones
Waste-1 SB1383 Short-
Lived Climate
Pollutants Organic
Waste Recycling
Blythe, Cathedral
City, Coachella,
Desert Hot Springs,
Indian Wells, Indio,
La Quinta, Palm
Desert, Palm Springs,
Rancho Mirage
City, county, or special districts that provide solid
waste collection services have authority to implement
organic waste collection services and choose the type
of collection systems that best suits the community.

Sustainability offices may also educate residents and
businesses about waste reduction and recycling.
• CalRecycle Medium > $1,000 per MTCO2e
d

Priority 2:
• Draft in 2027
• Adopt in 2028
Waste-2 Construction and
Demolition Waste
Blythe, Coachella,
Desert Hot Springs,
Indio, La Quinta,
Palm Desert
Jurisdictions may implement ordinances to encourage
responsible construction and demolition waste
practices. Local building departments enforce C&D
waste diversion ordinances and require waste
management plans as a part of the permitting process.

Solid waste collection services and state agencies
provide guidance on reuse and recycling standards.
• CalRecycle Low > $1,000 per MTCO2e
d

Priority 1:
• Draft in 2026
• Adopt in 2027
Waste-3 Solid Waste
Diversion
Blythe, Cathedral
City, Desert Hot
Springs, Indio, La
Quinta, Palm Desert
City, county, or special districts that provide solid
waste collection services have authority to implement
waste diversion programs.

Sustainability offices may also educate residents and
businesses about waste reduction and recycling.

CalRecycle also sets statewide diversion goals under
laws such as SB 1383.
• CalRecycle Medium > $1,000 per MTCO2e
d
Priority 2:
• Draft in 2027
• Adopt in 2028
Waste-4 Food Waste
Diversion
Blythe, Cathedral
City, Desert Hot
Springs, Indio, Palm
Desert
Cities have the authority to implement local food
waste diversion programs in partnership with
nonprofits and food banks to support food recovery
infrastructure and outreach.
• N/A Medium Net Benefit e Priority 2:
• Draft in 2027
• Adopt in 2028
Notes:
a. CAPCOA Handbook, 2024
b. City of Coronado CAP, 2022
c. Sacramento County CAP, 2024
d. ⁠San Bernardino County Regional GHG Reduction Plan Update, 2022 e. San Diego County CAP, 2024
f. Derived from multiple sources
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 106

Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-52 October 31, 2025 Comprehensive Climate Action Plan
Local Measures – Agriculture
Agriculture-1: Urban Tree Planting
Promote urban tree planting for shading and energy savings by establishing a city -wide tree planting goal.

Trees can reduce the urban heat island effect through shading and evapotranspiration. In addition, if trees are located next to buildings, it can provide shade which reduces summer cooling energy consumption. This measure would establish a jurisdiction-wide tree planting goal or tree preservation goal. Possible implementation mechanisms might include a requirement to account for trees removed and planted as part of new construction and/or establishing a goal and funding source for new trees planted on jurisdiction property. This measure will reduce energy consumption and associated GHG emissions in the building energy sector by reducing the heat island effect. The jurisdiction governments can require trees to be planted as part of new construction, possibly as part of CEQA review and approval of new projects. Implementation of this measure would be gradual as new developments are constructed with accompanying trees.

Agriculture-2: Local Agriculture and Community Gardens
Support local farms, community gardens, and sustainable food production This measure supports local farms, community gardens, and promotes sustainable food production within the CVAG. Consuming local produce not only promotes healthy and vegetarian diets but also reduces GHG emissions related to transporting food long distances.

Increasing opportunities to connect consumers to local producers is a priority of this measure.

Partnerships with farmers markets and grocery stores are vital to supporting local farms. This measure will promote community awareness about opportunities to buy local produce and make food accessible and affordable. In fact, Calfresh/EBT is accepted at CVAG farmers markets. This makes clean, healthy produce accessible to low-income communities and supports local producers as well. Community gardens are another avenue to bring local produce to people’s homes and reduce dependence on food from far distances. 107

Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-53 October 31, 2025 Comprehensive Climate Action Plan
Table 3-12
CVAG Agriculture Measure Implementation Considerations
Measure Ref
#
Measure Title Implementation
Agencies
Authority to Implement Potential Funding Staff Effort Cost-effectiveness Range ($ per
MTCO2e)
Implementation
Milestones
Agriculture-1 Urban Tree Planting Blythe, Coachella,
Cathedral City,
Indian Wells, Indio,
La Quinta, Palm
Desert, Palm Springs,
Rancho Mirage
Authority to implement urban tree planting programs
rests with local jurisdictions and departments such as
public works, parks and recreation, planning, or
sustainability. Local jurisdictions have the authority
to develop plans and policies that support urban
forestry.

Planning departments have authority over municipal
codes or development standards that can encourage
tree planting in new/existing developments.

State:
• Cal Fire
• CNRA
Medium $201 - $999 per
MTCO2e d

Priority 2:
• Draft in 2027
• Adopt in 2028
Agriculture-2 Local Agriculture
and Community
Gardens
Blythe, Cathedral
City, Indian Wells,
Indio, La Quinta,
Palm Desert, Palm
Springs, Rancho
Mirage
Under AB 551, also known as the Urban Agriculture
Incentive Zones Act, cities and counties can provide
tax relief to landowners who agree to use vacant land
for small-scale agricultural production. Parks
departments also have the authority to allocate public
land and provide infrastructure support for
community gardens.

State:
• CFDA
• CNRA
Medium N/A – GHG reduction
not quantified
Priority 2:
• Draft in 2027
• Adopt in 2028
Notes:
a. CAPCOA Handbook, 2024
b. City of Coronado CAP, 2022
c. Sacramento County CAP, 2024
d. ⁠San Bernardino County Regional GHG Reduction Plan Update, 2022 e. San Diego County CAP, 2024
f. Derived from multiple sources
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 108

Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-54 October 31, 2025 Comprehensive Climate Action Plan
Local Measures – Water and Wastewater
Wastewater-1: Equipment Upgrades
Upgrade and replace wastewater treatment and pumping equipment to be more energy efficient.

This measure could include the adoption of the voluntary CALGreen water efficiency measures for existing construction. CALGreen voluntary measures recommend use of certain water- efficient appliances, plumbing and irrigation systems, as well as more aggressive water-savings targets. In addition, it could include the update of building standards and codes for existing residential and nonresidential buildings to require adoption of these voluntary measures.

Adopting these equipment upgrades could lead to reduced energy use, reduced air pollution, resource conservation, and even increased property values of homes. Implementation of this measure falls under the purvey of jurisdiction governments, as they can choose to include the voluntary CALGreen measures in their building codes. Thus, there would not be a financial component to implementation.

Water-1: Increase Recycled Water Use
Expand the available water supply through water recycling and increasing reuse infrastructure.

This measure supports expanding the available water supply through water reclamation (recycling) and water reuse infrastructure. Water reclamation is reusing treated wastewater for beneficial purposes such as agricultural and landscape irrigation, industrial processes, toilet flushing, and replenishing a ground water basin (referred to as ground water recharge). Gray water is reusable wastewater from residential, commercial and industrial bathroom sinks, bathtubs, showers, and clothes washing equipment drains that is treated onsite, and then reused, typically for landscape irrigation.

Water-2: Water Conservation
Expand and enforce existing water conservation ordinances and educate the public on water conservation.

This measure promotes increased awareness and education regarding water usage and conservation, coupled with the expansion and enforcement of existing water conservation policies. There are a range of ways that community members can decrease their water consumption such as installing efficient landscaping, growing plants that are adapted to the weather, and efficiently watering plants. Rainwater and stormwater can also be collected for watering plants as well. Since almost half of water consumed in the State is used for the outdoors, there is a great opportunity to educate communities and significantly decrease this. 109

Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-55 October 31, 2025 Comprehensive Climate Action Plan

Table 3-13
CVAG Water and Wastewater Measure Implementation Considerations Measure Ref
#
Measure Title Implementation
Agencies
Authority to Implement Potential Funding Staff Effort Cost-effectiveness Range ($ per
MTCO2e)
Implementation
Milestones
Wastewater-1 Equipment
Upgrades
Blythe, Indian Wells.

Indio
The local agency or department that owns and
operates the wastewater treatment plant (e.g., a city’s Public Works Department or a sanitation district) has
the direct authority to plan and implement equipment
upgrades.

These agencies can apply for funding or technical
support through utilities or other agencies such as
SoCalREN and CEC, or other state programs.

Regional
• SoCalREN
Low $201 to $999 per
MTCO2e e
Priority 1:
• Draft in 2026
• Adopt in 2027
Water-1 Increase Recycled
Water Use
Blythe, Cathedral
City, Indian Wells,
Indio, Palm Desert
Where grant funding or partnership with utilities is
identified, cities can implement incentives to increase recycled water use both by consumers and water
purveyors.

Regional
• SBCTA,
CVAG,
WRCOG
• SoCalREN
Medium $201 to $999 per
MTCO2e f
Priority 2:
• Draft in 2027
• Adopt in 2028
Water-2 Water Conservation Blythe, Cathedral
City, Indian Wells,
Indio, Palm Desert,
Rancho Mirage
Where grant funding or partnership with utilities is
identified, cities can implement water conservation
mandates and programs and provide educational
materials to support water conservation efforts.

Regional
• SBCTA,
CVAG,
WRCOG
• SoCalREN
Low $201 to $999 per
MTCO2e f
Priority 1:
• Draft in 2026
• Adopt in 2027
Notes:
g. CAPCOA Handbook, 2024
h. City of Coronado CAP, 2022
i. Sacramento County CAP, 2024
j. ⁠San Bernardino County Regional GHG Reduction Plan Update, 2022 k. San Diego County CAP, 2024
l. Derived from multiple sources
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 110

Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-56 October 31, 2025 Comprehensive Climate Action Plan
Accounting for Local Measures
Through state regulations and locally implemented measures, GHG emissions across CVAG cities are expected to be reduced to approximately 2,548,905 MTCO2e by 2030, and 1,475,123 MTCO2e by 2045, as shown in Table 3-14 and displayed graphically in Figure 3-4 for the RIVCOM socioeconomic scenario.

The local measures included in the modeling were selected by the CVAG jurisdictions, and the local measures contributing the most to reducing emissions in 2030 include building energy (50% of total local reductions), followed by waste management (44%), on-road (4%), water (1%), and off-road and wastewater (<%1). For 2045, the sectoral contributions as a proportion of total local reductions are slightly different, with the waste sector contributing 49% of total local reductions, building energy (48%), on-road (2%), followed by water, off-road, and wastewater (<%1).

Table 3-14
CVAG Cities: Remaining GHG Emissions After Accounting for State and Local Measures – RIVCOM Scenario (MTCO2e/yr)
55 2030 2045
Business-as-Usual Forecast 3,828,106 4,595,498
Reductions from State Measures 976,059 2,755,045
Reductions from Local Measures 303,141 365,331
Remaining Emissions After State and Local Reductions 2,548,905 1,475,123 Note: Totals may not add up due to rounding.

Figure 3-4 GHG Reductions from State and Local Measures – RIVCOM Scenario

55 The GHG reduction values are modeled using the RIVCOM socioeconomic data.

BAU Emissions
Reductions from
State Regulations
and Local
Measures
111

Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-57 October 31, 2025 Comprehensive Climate Action Plan
Under the DOF socioeconomic scenario, emissions across CVAG are anticipated to be reduced to approximately 2,393,201 MTCO2e by 2030 and 1,370,580 MTCO2e by 2045. Table 3-15 and Figure 3-5 displays the results for the DOF socioeconomic scenario.

Table 3-15
CVAG Cities: Remaining GHG Emissions After Accounting for State and Local Measures – DOF Scenario (MTCO2e/yr)
56 2030 2045
Business-as-Usual Forecast 3,594,861 4,103,250
Reductions from State Measures 903,908 2,384,393
Reductions from Local Measures 297,752 348,278
Remaining Emissions After State and Local Reductions 2,393,201 1,370,580 Figure 3-5 GHG Reductions from State and Local Measures – DOF Scenario

Meeting GHG Reduction Targets
This section summarizes the emissions reductions estimates and GHG targets from the perspective of each of the ten CVAG cities for 2030. This is followed by an assessment of whether the jurisdictions will or will not meet the GHG targets and types of actions that could be taken to further reduce GHG emissions.

CVAG Cities Assessment for 2030
The CVAG cities selected the GHG reduction measures across each major sector to include in determining the potential GHG emissions reductions by 2030. The local measures previously described can reduce emissions to a varying degree of cost effectiveness and implementation feasibility, especially in the near term.

56 The GHG reduction values are modeled using the DOF socioeconomic data.

BAU Emissions
Reductions from
State Regulations and
Local Measures
112

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In addition, the cities selected relevant GHG reductions targets for their jurisdiction (Table 2-4 in Chapter 2). Specifically, they selected either an absolute, mass-based GHG reduction target (i.e., MTCO2e) or a GHG reduction target based on service population (i.e., MTCO2e as a unit of the population that resides and works in a jurisdiction). A mass-based target may be more appropriate for a jurisdiction with stable historical populations, whereas a service population metric may be more appropriate for jurisdictions that have experienced high recent growth and development.

Lastly, cities selected the socioeconomic scenario (i.e., RIVCOM or DOF), which was previously described. Table 3-16 summarizes the jurisdictions that selected each emissions reduction measure and the 2030 aggregated GHG reduction potential under the two socioeconomic scenarios. Table 3-17 then compares each individual city’s GHG reduction target with modeled GHGs in 2030 based on the GHG reduction measures that the cities selected.

Table 3-16
CVAG: 2030 GHG Reduction Potential by Measure
Local Measures by Sector Jurisdictions Implementing Measure 2030 Reduction
Potential –
RIVCOM
(MTCO2e/year)
2030 Reduction
Potential –
DOF
(MTCO2e/year)
Energy
Energy-1 Building
Electrification
Indian Wells, Indio, Palm Desert, Palm
Springs 73,694 74,222
Energy-2 LED Bulbs and
Fixtures
Blythe, Cathedral City, Indian Wells, Indio,
La Quinta, Palm Desert, Palm Springs,
Rancho Mirage
21,714 20,418
Energy-3 Smart Thermostat Indian Wells, Indio, Palm Desert, Palm Springs, Rancho Mirage 2,751 2,806
Energy-4
Appliance
Electrification
Upgrades
Blythe, Cathedral City, Indian Wells, Indio,
Palm Desert, Palm Springs, Rancho Mirage 836 1,008
Energy-5 Solar Window Film Indian Wells, Indio, Palm Desert, Palm Springs, Rancho Mirage 1,510 1,394
Energy-6 Cool Roofs
Blythe, Cathedral City, Desert Hot Springs,
Indian Wells, Indio, Palm Desert, Palm
Springs, Rancho Mirage
157 183
Energy-7
Roofline Insulation
and Attic
Encapsulation
Indian Wells, Indio, Palm Springs, Rancho
Mirage 1,571 1,588
Energy-8 HVAC Maintenance
Program
Desert Hot Springs, Indian Wells, Indio,
Palm Desert, Palm Springs, Rancho Mirage 4,797 4,951
Energy-9
Solar Installations
for New Commercial
and Industrial
Development
Indio, La Quinta, Palm Desert, Palm
Springs, Rancho Mirage 1,278 839
Energy-10
On-site Solar Energy
for New and
Existing Warehouse
Space
Desert Hot Springs, Indio, Palm Desert 4,292 4,292
Energy-11 Solar Installations
for Existing Homes
Blythe, Coachella, Indian Wells, Indio, La
Quinta, Palm Desert, Palm Springs, Ranch
Mirage
16,854 21,727
Energy-12
Solar Installations
for Existing
Commercial and
Industrial Buildings
Indio, La Quinta, Palm Desert, Palm
Springs, Rancho Mirage 23,202 23,202
On Road Transportation
Tier 1 Measures a Land Use and
Infrastructure
Blythe, Cathedral City, Coachella, Indian
Wells, Indio, La Quinta, Palm Desert, Palm
Springs, Ranch Mirage
6,902 8,221
On-Road-1 Increase Housing Density
On-Road-2 Increase Land Use Diversity
On-Road-3 Light-Duty EV Infrastructure
113

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Table 3-16
CVAG: 2030 GHG Reduction Potential by Measure
Local Measures by Sector Jurisdictions Implementing Measure 2030 Reduction
Potential –
RIVCOM
(MTCO2e/year)
2030 Reduction
Potential –
DOF
(MTCO2e/year)
On-Road-4 Pedestrian Infrastructure Improvements
On-Road-5 Bicycle and Micromobility Infrastructure Improvements On-Road-6 Transition City and Agency Fleets to ZEVs
Tier 2 Measures b
Commuter Trip
Reduction and
Public Transit
Indian Wells 518 363
On-Road-7 Increase Transit Service and Frequency
On-Road-8 Transit Oriented Development
On-Road-9 Transportation Demand Management
Tier 3 Measures c Pricing Tools and
Incentives Palm Springs 5,929 5,651
On-Road-10 Parking Pricing and Limited Requirements
On-Road-11 Traffic Signal Coordination
Off Road Transportation and Equipment
Off Road-1
Construction
Equipment
Electrification
Desert Hot Springs, Indian Wells 200 270
Off Road-2
Lawn and Garden
Equipment
Electrification
Desert Hot Springs, Indian Wells, Palm
Springs 467 373
Solid Waste
Solid Waste-1 SB 1383 Organic
Waste Recycling
Blythe, Cathedral City, Coachella, Desert
Hot Springs, Indian Wells, Indio, La
Quinta, Palm Desert, Palm Springs, Rancho
Mirage
111,797 103,461
Solid Waste-2
Construction and
Demolition Waste
Diversion
Blythe, Cathedral City, Desert Hot Springs,
Indio, La Quinta, Palm Desert 14,947 13,976
Solid Waste-3 Solid Waste
Diversion
Blythe, Cathedral City, Desert Hot Springs,
Indio, La Quinta, Palm Desert 3,210 3,002
Solid Waste-4 Food Waste
Diversion
Blythe, Cathedral City, Desert Hot Springs,
Indio, Palm Desert 1,740 1,619
Agriculture
Ag-1 Urban Tree Planting
Blythe, Cathedral City, Coachella, Desert
Hot Springs, Indian Wells, Indio, La
Quinta, Palm Desert, Palm Springs, Rancho
Mirage
40 40
Ag-2
Local Agriculture
and Community
Gardens
Coachella, Indio, Palm Desert NQ NQ
Water and Wastewater
Wastewater-1 Equipment Upgrades Blythe, Indian Wells, Indio 252 230 Water-1 Increase Recycled
Water Use
Blythe, Cathedral City, Indian Wells, Indio,
Palm Desert, Palm Springs, Rancho Mirage 35 31
Water-2 Water Conservation Blythe, Cathedral City, Indian Wells, Indio, Palm Desert, Palm Springs, Rancho Mirage 4,448 3,886
Total Local Reductions Anticipated a 303,141 297,752
NOTES:
a – Tier 1 measures were selected for all CVAG cities . b – Tier 2 represents additional measures selected by Indian Wells. c – Tier 3 represents additional measures selected by Palm Springs. d – Totals may not add up due to rounding.
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Table 3-17
CVAG Cities 2030 GHG Reduction Targets
Jurisdiction Scenario GHG Target in 2030 GHGs in 2030 Forecasted to Meet Target? Blythe DOF 53,413 MTCO2e 47,747 MTCO2e Yes
Cathedral City DOF 3.05 MTCO2e/SP 3.04 MTCO2e/SP Yes
Coachella RIVCOM 5.13 MTCO2e/SP 2.86 MTCO2e/SP Yes
Desert Hot Springs DOF 3.04 MTCO2e/SP 2.95 MTCO2e/SP Yes Indian Wells DOF 9.56 MTCO2e/SP 9.44 MTCO2e/SP Yes
Indio RIVCOM 4.20 MTCO2e/SP 3.28 MTCO2e/SP Yes
La Quinta RIVCOM 359,358 MTCO2e 263,965 MTCO2e Yes
Palm Desert DOF 5.27 MTCO2e/SP 5.14 MTCO2e/SP Yes
Palm Springs RIVCOM 297,430 MTCO2e 427,601 MTCO2e No
Rancho Mirage DOF 7.19 MTCO2e/SP 6.95 MTCO2e/SP Yes
Based on the selections that the CVAG cities made for emission reduction measures, GHG targets, and the socioeconomic scenario, nine of the ten cities meet their GHG target in 2030.

Achieving further emission reductions could be feasible through support via additional state measures. This could include additional state incentives or regulations to expedite the reduction of GHG emissions from sectors, e.g., rebates for zero emission vehicles, higher renewables portfolio standard, etc. Likewise, cities could also pursue additional actions to reduce GHG emissions within their jurisdictional authority, such as the development of local energy efficiency standards that are more stringent than the State standard (i.e., reach code), or greater investment in transportation options, among others. In addition, cities could give additional consideration to selecting a GHG target that may be more appropriate to their unique population growth and development trajectory.
2045 Subregional Assessment
In 2045, state and local GHG emission reduction measures are projected to reduce emissions by approximately 3.1 million MTCO2e under the RIVCOM scenario and 2.7 million MTCO2e under the DOF scenario relative to a 2045 BAU. Despite these reductions, the CVAG subregion remains off pace to achieve its 2045 GHG reduction targets—requiring emission levels roughly 83 percent below those of 2023, equating to 603,304 MTCO2e (RIVCOM) and 593,438 MTCO2e (DOF) in 2045. This information is highlighted in Table 3-18.

Table 3-18
2045 CVAG GHG Reduction Target Analysis

RIVCOM
(MTCO2e) DOF (MTCO2e)
Total Emissions (2045 BAU) 4,595,498 4,103,250
State Reductions 2,755,045 2,384,393
Local Reductions 365,331 348,278
Total Reductions 3,120,375 2,732,670
Remaining Emissions 1,475,124 1,370,580
2045 Emissions Target 603,304 593,438
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Table 3-18
2045 CVAG GHG Reduction Target Analysis

RIVCOM
(MTCO2e) DOF (MTCO2e)
Forecasted to Meet Emissions Reduction Target? No No
Additional Reductions Needed to Meet 2045
Target 871,891 777,141
Recognizing that existing policy interventions impacting GHG emissions may change and new policies may be introduced to ac/decelerate GHG emissions, these estimates are a current snapshot that should be regularly updated to better assess progress to achieving the 2045 GHG target. Achieving a 2045 GHG reduction target consistent with AB 1279 will require substantial reductions from local and regional measures, with a focus building energy and transportation.

Consistent with other subregions in the MSA, key strategies will include commitment to 100 percent renewable energy, building energy efficiency and electrification upgrades, transportation electrification, and reduction in VMT. Many of these strategies are discussed in CARB’s 2022 Climate Change Scoping Plan Update.

In addition, regional coordination will be vital to ensure that emission reduction measures are implemented effectively across all communities in CVAG. Partnership jurisdictions in CVAG can do their part to be on track to meet the 2045 goal by continuing to coordinate with organizations such as the MPO for the region (SCAG) on transportation planning initiatives, the Inland Regional Energy Network (IREN) on building electrification and energy efficiency programs, CBOs focused on a certain community or decarbonization subject matter, and many others.

Unincorporated Riverside County Measures
This section provides a summary of the GHG emissions reductions from state reduction measures and the local GHG emission reduction strategies for Unincorporated Riverside County as state in the County of Riverside Climate Action Plan Update.57
The first portion of this section summarizes the Unincorporated Riverside County GHG quantification analysis for the state measures in Table 3-19—a discussion of the measures occurred at the beginning of Chapter 2. Table 3-19 is based on information provided in the Riverside County CAP; however we cannot directly attribute those reduction levels to individual state measures. The state specific measures mentioned in the Riverside CAP include the Low Carbon Fuel Standard, Assembly Bill 1493 and Advanced Clean Cars, California Building Code Title 24, and Renewable Portfolio Standard. Next, is a discussion of the local measures and their quantified GHG emissions reduction projections. Last is an analysis of the Unincorporated Riverside County GHG emissions relative to GHG targets.

Table 3-19
GHG Reductions (MTCO2e) from State Policies a
Sector 2030 2045 b
On-Road Transportation 1,657,567 4,695,541
Agriculture 0 0
Electricity 550,182 1,094,961
Natural Gas 24,164 52,046
Solid Waste 0 0
Water and Wastewater 34,758 71,529

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Table 3-19
GHG Reductions (MTCO2e) from State Policies a
Aviation 0 0
Off-Road Sources 0 0
Total 2,266,673 5,914,078
NOTES:
a – Corresponds to the difference in Business as Usual (BAU) and Adjusted Business As Usual (ABAU) in the County of Riverside CAP as the GHG reductions attributed to state measures
b – Interpolated based on the Riverside County CAP calculations through 2050 Local Measures
This section summarizes the local measures included in the Riverside County CAP. Table 3-20 provides a summary of the 2030 and 2045 CO2e reductions by measure and the summary text below provides description of each measure.

Table 3-20
GHG Reduction Measures for Unincorporated Riverside County State Measures by Sector 2030 MTCO2e
Reductions

2045 MTCO2e
Reductions a

Transportation
R2-T1: Alternative Transportation Options 161,932 317,016 R2-T2: Adopt and Implement A Bicycle Master Plan to Expand Bike Routes Around the County
2,234 4,373
R2-T3: Ride-Sharing and Bike-to-Work Programs within Businesses 182,846 357,961 R2-T4: Electrify the Fleet 274,370 537,139
Energy
R2-EE1: Energy Efficiency Training, Education, and Recognition in the Residential Sector
-1 -
R2-EE2: Increase community Participation in Existing Energy Efficiency Programs
16,845 25,280
R2-EE3: Home Energy Evaluations -1
R2-EE4: Residential Home Energy Renovations 11,749 17,631 R2-EE5: Exceed Energy Efficiency in New Residential Units 39,408 248,826 R2-EE6: Energy Efficiency Training, Education, and Recognition in Commercial Sector
-1 -
R2-EE7: Increase Business Participation in Existing Energy Efficiency Programs 31,878 58,767 R2-EE8: Non-Residential Building Energy Audits -1 -
R2-EE9: Non-Residential Building Retrofits 173,554 319,949 R2-EE10: Energy Efficiency Enhancement of Existing and New Infrastructure -1 - R2-EE11: Exceed Energy Efficiency in New Commercial Units 33,418 443,475 Clean Energy
R2-CE1: Clean Energy 34,204 34,204
R2-CE2: Community Choice Aggregation Program Reductions (If Implemented) 609,022 609,022 Advanced Measures
R2-L1: Tree Planting for Shading and Energy Saving 13 20 R2-L2: Light-Reflecting Surfaces for Energy Saving 1,845 2,932 Water Efficiency
R2-W1: Water Efficiency through Enhanced Implementation of Senate Bill X7-7 5,666 9,002 R2-W2: Exceed Water Efficiency Standards 116 184
Solid Waste
R2-S1: Reduce Waste to Landfills 88,362 140,397
Total Reductions 1,667,460 3,126,177
Key
1 Indicates Supportive Measures. No GHG reductions were calculated .

NOTES:
a – Interpolated based on the Riverside County CAP calculations through 2050 .

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Local Measures- Transportation
R2-T1: Alternative Transportation Options
Alternative transportation includes taking transit and non-motorized transportation options, among them walking and bicycling, and variants such as small-wheeled transport such as skates, skateboards, push scooters and hand carts, and wheelchair travel. These modes provide both recreation and transportation, and can reduce VMT by removing automobiles from the road. This is an enhancement of Measures R2-T2, R2-T3, R2-T6, R2-T9, and R3-T1 proposed in the 2015 CAP. Potential actions for this measure include:
• Work with SCAG and the community to remove barriers to alternative transportation. • Create a “bike to work day” or “car-free zone day” and other County sponsored events to promote
• bicycling and other non-motorized transportation.
• Create additional active transportation routes from transit centers to surrounding residential areas.
• Implement reduced parking requirement in areas served by transit.

R2-T2: Adopt and Implement A Bicycle Master Plan to Expand Bike Routes Around the County
Bicycle-friendly roads are crucial to promoting bicycle use as a transportation method. People tend to bicycle if routes are available to separate them from motor vehicles and bicyclists’ safety can be ensured. Currently, Riverside County has not adopted a bicycle master plan. Thus, adopting and implementing a bicycle master plan and constructing more bicycle routes would encourage more bicycle rides and would help to reduce VMT. This is a new measure for the County’s consideration. Potential action for this measure includes:
• Adopt and implement a bicycle master plan.
• Expand bicycle routes and prioritize funding for Class I bicycle lanes to improve bike transit.

R2-T3: Ride-Sharing and Bike-to-Work Programs within Businesses Approximately 81 percent of people living in unincorporated area of Riverside County drive alone to work every day.58 A higher ride-sharing rate or bike-to-work rate would mean fewer VMT and GHG emissions, so encouraging carpooling and bicycling by providing incentive programs and necessary facilities can reduce GHG emissions. This is an enhancement of Measures R2-T1, R2-T4, and R2-T6 proposed in the 2015 CAP. Potential actions for this measure include:
• Promote ride-sharing and facilitate air district incentives for ride-sharing. • Provide reserved preferential parking spaces for ride-sharing, carpooling, and ultra-low- or zero-emission vehicles.

58 SCAG, 2017
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• Zoning code update that requires businesses of a certain size to provide facilities such as bicycle racks.

R2-T4: Electrify the Fleet
Hybrid electric vehicles, plug-in hybrid electric vehicles, and all-electric vehicles (EVs) produce lower emissions than conventional vehicles. Any type of electrified vehicle emits less GHG than conventional vehicles by at least 40 percent. However, more than 95 percent of people still drive conventional gasoline or diesel vehicles, so programs to encourage the use of EV or hybrid vehicle ownership are highly needed. With the Statewide EV ownership goal and the implementation of this measure, EV ownership in Riverside County could reach 13 percent by 2030. Per the Settlement Agreement, for all new residential development, the County requires installation of EV charging stations in the garages of the residential units.59 The Settlement Agreement further states that the capacity and circuits for installation of EV charging stations to be provided in the garages of residential units and all new large-scale commercial buildings that are over 162,000 square feet. This is an enhancement of Measures R2-T7 and R3-T2 proposed in the 2015 CAP. Potential actions for this measure include:
• Require all new residential development to include EV chargers in the garages of residential units.
• Promote EV incentive programs at outreach meetings.
• Promote Neighborhood Electric Vehicle (NEV).
• Support application for grants to install e-chargers at public facilities. • Work with community groups and businesses to install e-chargers. • Comply with State Title 24 energy efficiency requirements for new commercial development to install e-chargers starting in 2020.

Local Measures- Energy
R2-EE1: Energy Efficiency Training, Education, and Recognition in the Residential Sector
Opportunities for residents to improve energy efficiency in their homes include changes to their behaviors and physical modifications or improvements to their homes. Education of the public is at the core of attaining energy efficiency goals. While most of the measures include an outreach component, creating a specific education measure would emphasize the critical role of education in achieving energy efficiency. An education measure would also provide County staff with a framework to educate community members about behavioral and technological changes that can increase energy efficiency. This is an enhancement of Measure R3-E2 proposed in the 2015 CAP.

Potential actions for this measure include:
• Post energy efficiency information or links on websites and/or social media and provide materials at public events.
• Set up an email list for blasts of new information or training sessions.

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• Encourage homeowners to use the SCE Energy Education Centers for energy-efficiency resources.
• Promote and manage energy-efficiency programs which are not already in the purview of Energy Service Providers.
• Require building inspectors to hold trainings semi-annually on energy efficiency and Title 24 requirements.

R2-EE2: Increase community Participation in Existing Energy Efficiency Programs There are many energy efficiency opportunities that are low-cost for residents to initiate and would result in cost savings over time. These opportunities are generally from existing programs, such as SCE and SoCalGas, which offer rebates and incentives to purchase energy-efficient appliances and lights. Through this measure, the County would work to increase residents’ participation in existing energy efficiency programs that are low-cost and would provide a financial benefit to the residents. As programs change over time, continued and up-to-date outreach would be necessary. This is an enhancement of Measure R3-E4 proposed in the 2015 CAP. Potential action for this measure includes:
• Partner with the Southern California Association of Governments (SCAG), Western Riverside Council of Governments (WRCOG), SCE, and SoCalGas for outreach events, such as annual energy-efficiency fair.

R2-EE3: Home Energy Evaluations
Home energy evaluations are necessary to identify cost-effective opportunities for energy savings and for residents to take practical actions to achieve energy efficiency. Home energy evaluations can be established or promoted by a variety of existing programs. This is a new measure for the County’s consideration. Potential action for this measure includes:
• Promote SCE energy audits program for residents within the SCE service area and the Home Energy Saver Do It Yourself online energy audits for the IID service area.

R2-EE4: Residential Home Energy Renovations
Approximately 31 percent of the residential buildings in the unincorporated area of Riverside County were constructed before the adoption of Title 24 (SCAG 2017). Renovations to buildings constructed before the adoption of Title 24 would evidently improve energy efficiency. Many federal and State programs and incentives support home energy renovations, including County- supervised funding, permit process improvements, and County ordinances. This is an enhancement of Measures R1-E4, R1-E5, R2-E3, and R2-E4 proposed in the 2015 CAP. Potential actions for this measure include:
• Review Title 24 code compliance for existing residential buildings during code enforcement inspections of residential properties.
• Promote existing home energy-renovation programs.
• Promote participation in green building programs, such as Leadership in Energy and Environmental Design (LEED) and Energy Upgrade California. • Promote financing programs for home upgrades.
• Establish online permitting to facilitate upgrades.
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R2-EE5: Exceed Energy Efficiency in New Residential Units County planners have a unique opportunity to encourage or inform developers of new energy efficiency opportunities for new development. This measure would educate County staff to encourage and implement energy efficiency measures beyond those required in current Title 24 standards. This measure would also ensure that as Title 24 standards are updated, County staff are well informed and can implement updates quickly and effectively. This is an enhancement of Measures R2-E1 and R2-E2 proposed in the 2015 CAP. Potential actions for this measure include:
• Educate County staff and developers on future Title 24 updates and new energy efficiency opportunities for new residential development. • Promote Tier 1 and Tier 2 green building ratings such as LEED, Build It Green, or Energy Star®-certified buildings.
• Establish online permitting to facilitate new residential building energy-efficiency programs.
• Comply with State Title 24 energy efficiency requirements on new residential buildings, such as zero net energy homes that require all new residential construction projects to achieve zero net-energy use by 2020.

R2-EE6: Energy Efficiency Training, Education, and Recognition in Commercial Sector Education is at the core of attaining energy efficiency goals. A specific education measure would emphasize the critical role of education in achieving energy efficiency. This measure would provide County staff with a framework to interact with and educate the community about behavioral and technological changes that can County of Riverside Climate Action Plan Update November 2019 4-9 increase energy efficiency in commercial buildings. This is an enhancement of Measure R3-E2 proposed in the 2015 CAP. Potential actions for this measure include:
• Post energy-efficiency information or links on websites and/or social media and provide materials at public events
• Set up an email list for blasts of new information or training sessions. • Encourage business owners to visit SCE Energy Education Centers for energy efficiency resources.
• Promote and manage energy efficiency programs which are not already in the purview of Energy Service Providers.
• Invite building inspectors to hold trainings semi-annually on energy efficiency and Title

24. R2-EE7: Increase Business Participation in Existing Energy Efficiency Programs There are many energy efficiency opportunities that are low-cost for businesses to initiate that would result in cost-savings over time. SCE and SoCalGas offer many rebates and incentives to purchasing energy-efficient appliances and lights. As many business owners may be unaware that the opportunities exist, this measure would allow for the County to increase the participation of businesses in existing energy-efficiency programs that are low-cost and would provide financial 121

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benefits. This is an enhancement of Measure R3-E4 proposed in the 2015 CAP. Potential action for this measure includes:
• Partner with SCAG, WRCOG, SCE, and SoCalGas for outreach events.

R2-EE8: Non-Residential Building Energy Audits
Commercial energy audits are necessary to identify cost-effective opportunities for energy savings and for business owners to take practical actions to increase energy efficiency. The audits can be established or promoted by various existing programs. This is a new measure for the County’s consideration. The potential action for this measure is:
• Promote the SCE energy audit program for residents within the SCE service area and the Home Energy Saver Do It Yourself online energy audits for the IID service area.

R2-EE9: Non-Residential Building Retrofits
As many of commercial buildings in unincorporated area of Riverside County were constructed before the adoption of Title 24, their facilities and equipment are not considered energy efficient.

Therefore, retrofits are necessary to achieve higher energy efficiency. Many federal and State programs and incentives support nonresidential building energy retrofits, including County- supervised funding, permit process improvements, and County ordinances. This is an enhancement of Measures R1-E4, R1-E5, and R2-E7 proposed in the 2015 CAP. Potential actions for this measure include:
• Review Title 24 code compliance for existing non-residential buildings during code enforcement inspections.
• Promote existing non-residential building retrofits programs. • Promote participation in green building programs, such as California Solar Initiative. • Promote energy efficiency retrofit financing programs for non-residential buildings such as Property Assessed Clean Energy (PACE).
• Establish online permitting to facilitate retrofits.

R2-EE10: Energy Efficiency Enhancement of Existing and New Infrastructure Enhancing energy efficiency of existing and new infrastructure presents an opportunity for energy and cost savings for the County. The County could achieve energy savings by deploying high- efficiency lighting in new traffic signals and retrofitting existing traffic signals with energy- efficient lighting. Conventional traffic signals employ incandescent lamps. They are not energy- efficient and the on-going energy charge contributes a high proportion of the recurrent cost.

Comparing with the conventional traffic signals, high-efficiency traffic signals consume much less electricity (about one-third or less) and have longer design life (over 10 years). The Settlement Agreement calls for consideration of a policy to require the use of high-efficiency bulbs at all new traffic signal lights and converting 100 percent existing traffic signal lights to high-efficiency bulbs by 2020.60 Per the Settlement Agreement, caution should be exercised while retrofitting the signals in the Mt. Palomar area to ensure the high efficiency bulbs do not

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cause any interference with the night sky viewing at Palomar Observatory. The potential actions for this measure include:
• Retrofit existing traffic signals with high-efficiency Light Emitting diodes (LEDs). • Use high-efficiency LEDs for all new traffic signals.

R2-EE11: Exceed Energy Efficiency in New Commercial Units County planners have a unique opportunity to inform and encourage developers to apply new energy efficiency opportunities in new development. This measure would educate County staff to encourage and implement energy efficiency beyond that required by current Title 24 standards.

This measure would also ensure that as Title 24 standards are updated, County staff would be well informed and could implement updates quickly and effectively. This is an enhancement of Measures R2-E5 and R2-E6 proposed in the 2015 CAP. Potential actions for this measure include:
• Educate County staff and developers on future Title 24 updates and additional energy efficiency opportunities for new non-residential development. • Promote Tier 1 and Tier 2 Green Building Ratings such as LEED, Build It Green, or Energy Star®-certified buildings.
• Establish online permitting to facilitate new non-residential building energy efficiency programs.
• Comply with State requirements on new non-residential buildings, such as Net-Zero Energy Buildings for all new non-residential development meeting zero net-energy use by 2030.

Local Measures- Clean Energy
R2-CE1: Clean Energy
Clean energy includes energy efficiency and clean energy supply options such as highly efficient combined heat and power as well as renewable energy sources. Installing solar photovoltaics panels on residential and commercial building rooftops is an effective way to produce renewable energy on-site. Moreover, when combined with energy storage systems, solar panels could continuously meet residential and commercial energy demand. The Riverside County Settlement Agreement requires that on-site renewable energy production (including but not limited to solar) shall apply to any tentative tract map, plot plan, or conditional use permit that proposes to add more than 75 new dwelling units of residential development or one or more new buildings totaling more than 100,000 gross square feet of commercial, office, industrial, or manufacturing development.61 Renewable energy production shall be onsite generation of at least 20 percent of energy demand for commercial, office, industrial or manufacturing development, meet or exceed 20 percent of energy demand for multi-family residential development, and meet or exceed 30 percent of energy demand for single-family residential development. These renewable energy requirements should be updated with every CAP Update by the County based on most recent technology advancements. By identifying, designing, and implementing the clean energy measures and technology solutions, Riverside County would receive environmental and economic

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benefits, including reductions in GHG emissions. This is an enhancement of Measures R1-E6 and R3-E3 proposed in the 2015 CAP. Potential action for this measure includes:
• Outreach to the community to promote clean energy incentives. • Require solar panel installation on new residential buildings (per conditions of the Settlement agreement described above).
• Require solar panel installation on new commercial buildings and commercial parking lots (per conditions of the Settlement Agreement described above). • Encourage energy storage system installation with solar panels.

R2-CE2: Community Choice Aggregation Program Reductions (If Implemented) Assembly Bill 117, which was signed into law in 2002, allows California cities and counties to either individually or collectively supply electricity to customers within their borders through the establishment of a Community Choice Aggregation (CCA) program. The County could assess the feasibility of initiating a CCA program. CCA programs that are currently operating have renewable energy percentages between 33 and 100, and the national opt-out rates for these programs range from 3 to 8 percent with most programs at or below 5 percent.62 Participation in a CCA program could provide a significant source of future emission reductions to the County. The first step is to conduct a feasibility analysis to assess the benefits, costs, risks, and obstacles of a CCA program. Then the County could make a decision to whether or not implement a local CCA program or opt for a regional CCA. The advantages of regional CCAs that include participation from multiple local jurisdictions would be the creation of efficiencies. The County could seek opportunities for collaboration with other local jurisdictions to develop and implement a CCA that would produce mutually beneficial results. Developing a CCA would require a detailed analysis of energy demand, efficiency opportunities, and available clean electricity sources for purchase. Per the Settlement Agreement, the County must update the CAP every four years.63 This allows enough time to conduct a feasibility analysis on initiating a CCA program and provide details on the reduction potential based upon the decisions of the County.

Potential action for this measure includes:
• Evaluate the potential for implementing a CCA program to meet GHG reduction targets • Conduct feasibility analysis to initiate a CCA program at the County level or in cooperation with other jurisdictions.

Local Measures- Advanced Measures
R2-L1: Tree Planting for Shading and Energy Saving
Trees and vegetation lower surface and air temperatures by providing shade and through evapotranspiration, making vegetation a simple and effective way to reduce urban heat islands.

Shaded surfaces may be 20 to 45 degrees Fahrenheit ([°F], equal to 11 to 25 degrees Celsius [°C]) cooler than the peak temperatures of unshaded materials. In addition, evapotranspiration, alone or in combination with shading, can help reduce peak summer temperatures by 2 to 9 °F (or 1 to 5 °C). Trees and vegetation that directly shade buildings can reduce energy use by decreasing

62 Local Energy Aggregation Network, 2018
63 Center for Climate Integrity, 2018
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demand for air conditioning. This is an enhancement of Measure R3-L1 proposed in the 2015 CAP. Potential actions for this measure include:
• Work with the community to support nonprofit tree-planting groups within the County consisting of volunteers to plant and care for trees correctly and safely. • Develop and promote a County tree-planting program for new development at plan check.

R2-L2: Light-Reflecting Surfaces for Energy Saving
Replacing surface areas with light-reflecting materials can decrease heat absorption and lower outside air temperature. Both roofs and pavements are ideal surfaces for taking advantage of this advanced technology.

A cool roof is built from materials with high thermal emittance and high solar reflectance, or albedo, to help reflect sunlight and the associated energy away from a building. These properties help roofs absorb less heat and stay up to 50 to 60 °F (or 28 to 33 °C) cooler than conventional materials during peak summer weather. Cool roofs may be installed on low-slope roofs (such as the flat or gently sloping roofs typically found on commercial, industrial, and office buildings) or the steep-sloped roofs used in many residences and retail buildings.

Cool pavement is built from materials that reflect more solar energy, enhance water evaporation, or have been otherwise modified to remain cooler than conventional pavements. Cool pavement can be created with existing paving technologies as well as newer approaches such as the use of coatings, permeable paving, or grass paving. Cool pavements save energy by lowering the outside air temperature, allowing air conditioners to cool buildings with less energy, and reducing the need for electric street lighting at night.

This is an enhancement of Measure R3-L2 proposed in the 2015 CAP. Potential actions for this measure include:
• Comply with Title 24 requirements on installing enhanced cool roofs. • Comply with Title 24 requirements on installing cool pavements.

Local Measures- Water Efficiency
R2-W1: Water Efficiency through Enhanced Implementation of Senate Bill X7-7 SB X7-7, or The Water Conservation Act of 2009, requires all water suppliers to increase water use efficiency. The legislation set an overall goal of reducing per capita urban water consumption by 20 percent from a baseline level by 2020. While water districts are responsible for implementation of SB X7-7, the County can provide a meaningful supporting role in the implementation of water conservation. This goal can be met by taking a variety of actions, including supporting targeted public outreach by water districts and promoting water efficiency measures such as low-irrigation landscaping. This is an enhancement of Measure R2-W1 proposed in the 2015 CAP. Potential actions for this measure include:
• Provide general water efficiency information and links to water district conservation webpages on the County’s website.
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R2-W2: Exceed Water Efficiency Standards
In addition to SB X7-7, more actions are being studied or have been taken to exceed water efficiency standards. These efforts include education and outreach practices that could be combined with residential and commercial actions that promote reuse or recycled water, use of grey water, and the collection and use of harvested rainwater. This is an enhancement of Measures R2-W1 and R2-W2 proposed in the 2015 CAP. Potential actions for this measure include:
• Support water districts in direct outreach to homeowner associations, businesses, and other community groups to inform them on water efficiency standards • Promote recycled or grey water for community uses such as residential landscaping. • Promote rainwater harvesting rebates and demonstrations.

Local Measures- Solid Waste
R2-S1: Reduce Waste to Landfills
According to 2014 Statewide Waste Characterization data, much of the waste disposed in landfills is readily recyclable.64 Increasing the recovery of recyclable materials will directly reduce GHG emissions. In particular, recycled materials can reduce the GHG emissions from multiple phases of product production, including extraction of raw materials, preprocessing, and manufacturing. This is an enhancement of Measures R1-S1, R2-S1, R3-S2, and R3-S3 proposed in the 2015 CAP. Potential actions for this measure include:
• Outreach to the community to promote waste recycling and diversion. • Add additional recycling containers in public places. • Comply with Statewide waste reduction, recycling, and composting requirements. • Promote community clean-up days by providing commercial containers for trash and recycling.

Meeting GHG Reduction Targets
2030 and 2045 Subregional Assessment
By 2030, the State-wide and local measures together would reduce the Riverside County’s community GHG emissions from the 2030 BAU level to 2,434,649 MTCO2e, which exceeds the 49 percent below 2008 levels reduction target of 3,576,598 MTCO2e for 2030. In 2045, implementation of State-wide and local measures together would reduce emissions from the 2045 BAU level to 1,030,710 MTCO2e, which does not exceed the 86 percent below 2008 levels reduction target of 981,811 MTCO2e for 2045. Table 3-21 summarizes the baseline 2008 GHG emissions, the projected 2030 and 2045 emission inventories, as well as the reduced 2030 and 2045 inventories after implementation of the GHG reduction measures.

Table 3-21
GHG Emissions and GHG Targets Comparison for Unincorporated Riverside County Emissions, Goals, and Targets 2008 2030 2045 a
BAU Emissions (MTCO₂e) 7,012,938 6,368,781 10,070,965

64 CalRecycle, 2015
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Table 3-21
GHG Emissions and GHG Targets Comparison for Unincorporated Riverside County Emissions, Goals, and Targets 2008 2030 2045 a
State-Aligned Target (MTCO₂e) – 3,576,598 981,811
State and Federal Reductions – 2,266,672 5,914,078
Local Measure Reductions – 1,667,460 3,126,177
Total Adjusted Emissions – 2,434,649 1,030,710
Additional Reductions Needs – Target Met Target Not Met NOTES:
a – Interpolated based on the Riverside County CAP calculations through 2050 b – Calculated based on State GHG inventory data for 2008 and AB 1279 GHG target for 2045. Specifically, California GHG inventory for 1990 is 431 MMTCO2e and 478.8 MMTCO2e for 2008. The 2008 GHG emissions would need to be reduced by 86 percent to a achieve the AB 1279 GHG target of 64.65 MMTCO2e.

SBCOG Measures
The GHG reduction measures for the SBCOG subregion are labeled based on the organizing structure of the San Bernardino Regional GHG Reduction Plan (2021), which includes the sectors of Energy, Transportation, Solid Waste, Water & Wastewater, Agriculture, and Land Use and Urban Design, and organized measures under the state, regional, and local categories. As described in Chapter 1, the existing local CAPs were reviewed for consistency with the 2021 GHG Reduction Plan. The methods used to estimate GHG emission reductions from the measures listed in Table 3-22 are described in Appendix B of the San Bernardino Regional GHG Reduction Plan.

GHG Reduction for State Measures
Table 3-22 summarizes the impact of statewide standards and regulations on SBCOG’s emissions forecasts for 2030 and 2045. Figure 3-6 illustrates the combined effect of these forecasts for the subregion. By 2030, statewide standards and regulations are expected to reduce community emissions by approximately 5,893,212 MTCO2e, or an estimated 33 percent from the BAU forecast. By 2045, statewide measures are expected to reduce community emissions by approximately 9,478,645 MTCO2e per year, or an estimated 48 percent from the BAU forecast.

With state-imposed regulations, emissions are expected to decrease through the year 2045, compared to the BAU forecast that shows an increase over the same period. Methods used to quantify reductions are included in Appendix B of the San Bernardino Regional GHG Reduction Plan.

Table 3-22
SBCOG GHG Reductions from State Measures (MTCO2e/yr)
State Measures by Sector 2030 Reduction Potential 2045 Reduction Potential Energy
State-1: SB100 (2018) Renewables Portfolio
Standard (RPS) 1,678,198 4,431,844
State-2: Title 24 Building Energy Efficiency
Standards 786,627 200,733
State-3: SB 350 Clean Energy and Pollution
Reduction Act 142,227 187,712
State-4: AB 1470 (Huffman) Solar Water Heaters 1,373 1,117 State-5: Co-Generation Facilities 9,731 -
Transportation
State-6: AB 1493 (Pavley I and II) Greenhouse
Reductions from New Passenger Vehicles 2,690,435 3,868,705 Waste
State-7: SB1383 Methane Capture 584,621 788,534
Total Reduction from State Measures 5,893,212 9,478,645 127

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Note: Totals may not add up due to rounding.

Figure 3-6 SBCOG Subregion: Community GHG Emissions After Accounting for State Measures, by Sector (MTCO2e/year) – All Cities Combined

Local Measures
This section describes the local measures available to SBCOG cities for reducing measures across the sectors of Energy, Transportation, Solid Waste, Water, and Agriculture, followed by estimates of reductions that can feasibly be achieved by these measures by the year 2030 and 2045.

Table 3-23 lists these local measures and identifies where they can be found in the existing CAPs in the SBCOG subregion, including SBCOG’s GHG Reduction Plan (2021).

Table 3-23
Local GHG Reduction Measures - SBCOG Subregion
ID CCAP Measure
Sources
(see key
below)
Subregional GHG
Reduction Potential
by 2030 (MTCO2e)
Subregional GHG
Reduction Potential
by 2045 (MTCO2e)
Building Energy
Energy-1 Energy Efficiency for Existing
Buildings
1,2,3,4,5,7,8,9 80,484 0
Energy-2 Outdoor Lighting 1,3,7,8,9 13,899 47,961
Energy-3 Building Electrification

1,2,7 195,556 0
Energy-4 Solar Installations for New
Commercial/Industrial
Development
1,2,4,7 0 285,294
Energy-5 On-site Solar Energy for New and
Existing Warehouse Space
1,4,7 16,376 0
Energy-6 Solar Installations for Existing
Housing
1,2,3,4,5,6,7,9 171,072 0
Energy-7 Solar Installations for Existing
Commercial Buildings
1,2,3,4,6,7,8,9 145,397 0

BAU Emissions
Reductions from
State Regulations
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Table 3-23
Local GHG Reduction Measures - SBCOG Subregion
ID CCAP Measure
Sources
(see key
below)
Subregional GHG
Reduction Potential
by 2030 (MTCO2e)
Subregional GHG
Reduction Potential
by 2045 (MTCO2e)
On Road Transportation
On-Road-1 Alternative Fueled Transit Fleets –
CNG to Electric
1,2 4,697 5,027
Transportation-2 Encourage Use of Mass Transit,
Carpooling, Ridesharing, and
Telecommuting
1,2,3,4,7 82,785 75,998
Transportation-3 Improved Efficiency through
Transportation Demand
Management and Signal
Synchronization
1,3,4,7 48,580 45,829
Transportation-4 Expand Bike Routes 1,2,3,4,7 59,201 183,152 Transportation-5 Community Fleet Electrification 1,4,5,7 50,810 315,870 Off Road Transportation and Equipment
Off Road-1 Electric-Powered Construction
Equipment
1,4,7,8 7,628 9,181
Off Road-2 Idling Ordinance 1,4,8,9 2,719 3,329
Off Road-3 Electric Landscaping Equipment 1,8 3,179 4,278 Solid Waste Management
Waste-1 Waste Diversion 1,3,4,7,8,9 379,076 356,035
Water Conveyance
Water-1 Require Adoption of the Voluntary
CALGREEN water efficiency
measures for New Construction
1,4,8 16,447 26,857
Water-2 Require Adoption of the Voluntary
CALGREEN water efficiency
measures for Existing Buildings
1,4,8 73,578 78,917
Water-3 Encourage Water-Efficient
Landscaping Practices
1,3,4,6,7,8,9 15,551 0
Wastewater Treatment and Discharge
Wastewater-1 Methane Recovery 1,8 1,006 1,112
Wastewater-2 Equipment Upgrades 1,4 2,748 0
Agriculture
Agriculture-1 Methane Capture at Large Dairies 1,4 32,647 12,044 Land Use and Urban Design
Land Use-1 Promote Rooftop Gardens 1,4 4 0
Land Use-2 Urban Tree Planting 1,2,4,7,8 323 0
GHG Performance Standard for New Development
PS-1 GHG Performance Standard for
New Development
1,3,6,7,8,9 230,315 21,780
Total Reduction From Local Measures 7,812,982 6,797,564 KEY:
1 – San Bernardino Regional GHG Reduction Plan (2021)
2 – Apple Valley Climate Action Plan (2021)
3 – City of Chino Climate Action Plan Update (2020)
4 – City of Ontario Community Climate Action Plan (2023) 5 – City of Redlands Climate Action Plan (2017)
6 – City of Yucaipa Climate Action Plan (2015)
7 – City of Rancho Cucamonga Action Plan (2021)
8 – City of Colton Climate Action Plan (2015)
9 – Unincorporated San Bernardino GHG Reduction Plan Update (2021) Local Measures – Energy
Energy-1: Energy Efficiency for Existing Buildings
Promote energy efficiency through programs and incentives for existing buildings.

Building energy from residential, commercial, and industrial buildings is a large component of the subregional GHG inventory, accounting for 26 percent of the total subregional emissions in 2016. Older developments are typically less energy efficient and therefore consume greater 129

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amounts of electricity and natural gas, relative to newly constructed facilities. To reduce emissions related to building energy, this measure promotes energy efficiency in existing residential and nonresidential buildings, and removes funding barriers to energy-efficiency improvements. The following implementation strategies can be used to help achieve these goals:

Promote energy efficiency in residential buildings:
• Implement a low-income weatherization program.
• Partner with community services agencies, utilities, nonprofits, and other entities to incentivize energy-efficiency projects, including HVAC, lighting, water heating equipment, insulation, and weatherization for low-income residents. Residential energy- efficiency projects can be financed through programs such as PACE or California First, which allow property owners to finance improvements that are repaid through an assessment on their property taxes for up to 20 years. Incentives, such as those available from California Energy Upgrade, can also assist. These and similar programs are often administered through the participating local government entity. • Launch energy-efficiency campaigns targeted at residents. Provide public education on the need for energy efficiency and emissions reduction programs and incentives. • Promote Smart Grid (an electrical grid that uses digital information and controls technology to improve reliability, security, and efficiency of the grid) Promote energy efficiency in nonresidential buildings:
• Incentivize schedule energy-efficiency “tune-ups” of existing buildings. Energy audit and tune-up programs are typically run by the local utility. Jurisdictions would work with utilities to take advantage of energy audit programs for municipal buildings and promote awareness of these programs for private commercial buildings. • Promote individualized energy management services for large energy users. Jurisdictions would work with utilities to take advantage of energy audit programs for municipal buildings and promote awareness of these programs for private commercial buildings. • Partner with utilities to leverage the Savings by Design incentive program for commercial projects. The Savings by Design incentive requires efficiency standards to be 10 percent better than Title 24 energy in order to qualify; up to $200,000 in performance rebates per project are available.
• Remove funding barriers to energy-efficiency improvements. For example, leverage tax credits or local rebates, such as those offered by Southern California Edison. Participate in programs (national, state, or regional) that provide innovative, low-interest financing for energy-efficiency and alternative energy projects.

Promote incentives to encourage the use of energy-efficient equipment and lighting:
• Provide financial incentives for adoption of identified efficiency measures. • Launch energy-efficiency campaigns targeted at business. Provide public education on the need for energy efficiency and emissions reduction programs and incentives.

Outreach programs can be sponsored by individual jurisdictions or by a region-wide consortium.
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• Remove funding barriers to energy efficiency improvements. For example, leverage tax credits or local rebates, such as those offered by Southern California Edison. Identify funding sources to assist affordable housing managers in incorporating energy-efficient designs and features.
• Participate in PACE programs such as California First or similar programs, as feasible.

These programs allow property owners to finance improvements that are repaid through an assessment on their property taxes for up to 20 years. These and similar programs are often administered through the participating local government entity.

Energy savings for each sub-measure were generally calculated by multiplying BAU energy use by a penetration rate, and then by a percent reduction in energy use. Emission reductions were then calculated by multiplying the energy savings by the appropriate emission factors.

Energy-2: Outdoor Lighting
Adopt outdoor lighting standards to reduce electricity consumption.

By adopting outdoor lighting standards in the zoning ordinance, jurisdictions can reduce electricity consumption. Reducing electricity consumption of outdoor lighting through upgrades in existing developments can be achieved by requiring a percentage of outdoor lighting fixture to use LED bulbs by 2030. The lighting standards could also include the following provisions:
• Encourage lighting along the urban-rural edge, not to exceed one half the current maximum lighting standard.
• Prohibit continuous all-night outdoor lighting in parks, sport facilities, construction sites, and other relevant areas (unless it compromises safety). • Implement or exceed CALGreen’s nonresidential voluntary mandatory measures related to outdoor lighting controls and equipment (Section A5.209.3) and outdoor lighting (Section A5.209.4), (i.e., achieve CALGreen Tier 1 lighting standards or otherwise demonstrate that energy efficiency of lighting fixtures exceeds mandatory Title 24 by a minimum 15 percent).

To implement this measure, jurisdiction governments can adopt outdoor lighting standards in their zoning ordinances. Implementation would be gradual through 2030 as an increasing number of outdoor lighting fixtures and traffic lights are replaced with energy-efficient fixtures.

Energy-3: Building Electrification
Adopt building electrification targets and incentives for new commercial and residential buildings and retrofits.

The adoption of this measure would require jurisdictions to adopt building electrification targets and incentives, for both new commercial and residential buildings and retrofits. It is recommended that jurisdictions establish a goal that a percentage of new and existing buildings use HVAC and water heating systems. This goal could be supported through nonfinancial incentives or streamlined permitting.
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Energy-4: Solar Installations for New Commercial and Industrial Development Establish a goal for solar installations on new commercial and industrial development.

Solar installation on new commercial and industrial development increases the amount of renewable energy being produced, thereby lowering the use of more GHG intensive sources of energy and decreasing GHG emissions. This measure encourages new businesses to install rooftop solar using Power Purchase Agreements and other low or zero up-front cost options for installing solar photovoltaic systems. Jurisdictions adopting this measure could establish goals for solar installations on new commercial and industrial development to be achieved before 2030.

Potential goals include:
• Aggressive commitment —30 percent of energy requirements for new development supplied by onsite solar power.
• Medium commitment —15 percent of energy requirements for new development supplied by onsite solar power.
• Low commitment—5 percent of energy requirements for new development supplied by onsite solar power.

These goals could be supported through nonfinancial incentives or streamlined permitting through the jurisdictions. Primary funding would likely be through state- or utility-level programs or through private funding such as a PPA. Jurisdictions may also act as a resource for connecting project proponents with funding opportunities.

Energy-5: On-site Solar Energy for New and Existing Warehouse Space Promote and incentivize solar installations.

This measure would promote and incentivize solar installations on existing and new warehouse space through partnerships with Southern California Edison and other private sector funding sources including SunRun, Tesla, and other solar lease or PPA companies. To implement this measure, jurisdiction governments can work with private companies and utilities to provide funding for solar energy projects. Implementing this measure would be gradual through 2030 as new warehouse spaces are constructed and equipped with solar installations and existing warehouse spaces are retrofitted. This measure also encourages jurisdiction governments to establish goals such as:
• 15 percent of existing and new warehouse roof space install solar installations. • 20 percent of existing and new warehouse roof space install solar installations. • 30 percent of existing and new warehouse roof space install solar installations.

This goal could be supported through non-financial incentives or streamlined permitting.

Jurisdictions may also act as a resource for connecting project proponents with funding opportunities.

Energy-6: Solar Installations for Existing Homes
Increase solar installations on existing single-family homes.

This measure would establish a goal for solar installations on existing single-family homes to be achieved before 2030. Potential goals might be:
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• Aggressive commitment—25 percent of existing single-family homes install solar. • Medium commitment —20 percent of existing single-family homes install solar. • Low commitment—15 percent of existing single-family homes install solar.

Implementation of this measure would be gradual through 2030 as new single-family residential developments are constructed and equipped with solar installations.

Energy-7: Solar Installations for Existing Commercial and Industrial Buildings Establish a goal for solar installations on existing commercial and industrial buildings.

Jurisdiction governments would establish a goal for solar installations on existing commercial and industrial building to be achieved before 2030. Potential goals include:
• Aggressive commitment —30 percent of existing buildings have solar installations. • Medium commitment —20 percent of existing buildings have solar installations. • Low commitment—10 percent of existing buildings have solar installations.

The selected goal could be achieved in part through private funding from SunRun, Tesla, or other solar lease PPAs. Additionally, nonfinancial incentives and streamlined permitting at the local level can support this goal. Jurisdictions may also act as resources for connecting property owners with funding opportunities. This measure could complement voluntary CALGreen measures related to solar photovoltaic systems. To implement this measure, the jurisdiction governments can work with building owners, state funding programs, and private companies to provide funding for solar energy projects. Implementation of this measure would be gradual through 2030 as solar is installed on existing buildings.
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Table 3-24
CVAG Energy Measure Implementation Considerations
Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Energy-1 Energy Efficiency Individual
jurisdiction
governments
Authority to implement energy
efficiency measures and upgrades
rests with local planning or
building departments,
sustainability offices, and utility
programs. Planning and building
departments issue permits and
ensures code compliance for
appliance replacements and
installations, local governments
may also offer incentives or bulk
purchasing program, and utilities
could provide rebates and
technical support for
electrification upgrades.

Federal:
• DOE
• HHS
• HUD
• IRS
State:
• CEC
• CPUC
• HCD
Regional:
• SCE
• SoCalGas
• SoCalRen
Medium Net Benefit d Priority 2:
• Draft in 2028
• Adopt in
2029
Energy-2 Lighting Efficiency Individual
jurisdiction
governments
Local governments have the
primary implementation authority
in LED lighting upgrades.

Regional:
• SCE
• SoCalRen
Low Net Benefit d Priority 1:
• Draft in 2026
• Adopt in
2027
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Table 3-24
CVAG Energy Measure Implementation Considerations
Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Energy-3 Building
Electrification
Individual
jurisdiction
governments
The authority to implement this
measure rests with local planning
and building departments, state
energy agencies, and utility
programs.
• Planning departments can
adopt ordinances requiring
building electrification of
new developments
• State agencies like the
California Energy
Commission set building
energy standards under Title
24 • Utilities may offer
incentives for residential
and commercial upgrades
under energy efficiency
programs regulated by the
California Public Utilities
Committee.

Federal:
• DOE
• HHS
• HUD
• IRS
State:
• CEC
• CPUC
• HCD
Regional:
• SCE
• SoCalRen
High > $1,000 per
MTCO2e d
Priority 3:
• Draft in 2028
• Adopt in
2029
Energy-4 Solar Installation for
New Housing
Developments
Individual
jurisdiction
governments in
coordination with
various private
companies
The CEC enforces solar mandates
under Title 24 for new housing
developments. Local building
departments have the authority to
implement T24 standards, to issue
permits, and inspect installations.

Federal:
• DOE
• IRS
State:
• CSD
• CPUC
Regional:
• CPA
• SCE
•
Low Net Benefit d Priority 1:
• Draft in 2026
• Adopt in
2027
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Table 3-24
CVAG Energy Measure Implementation Considerations
Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Energy-5 Renewable Energy –
New
Commercial/Industri
al
Individual
jurisdiction
governments in
coordination with
various private
companies
The authority to implement and
expand solar installations in
existing commercial and
industrial buildings rests with
building departments to issue
permits and inspect installations.
and state energy agencies.

Federal:
• DOE
State:
• CPUC
Regional:

SCE
Medium Net Benefit d Priority 2:
• Draft in 2027
• Adopt in
2028
Energy-6 Solar Energy for
Warehouse Space
Individual
jurisdiction
governments in
coordination with
various private
companies
Implementation authority includes
Planning Departments, Building
Departments, and local
sustainability offices. Planning
Departments may designate
zoning or incentives for solar
installations on warehouse
rooftops; Building Departments
oversee permitting and code
compliance; and local
governments may promote
adoption through outreach or
green building programs.
• DOE
State:
• CPUC
Regional:

SCE
Medium

Net Benefit d Priority 2:
• Draft in 2027
• Adopt in
2028
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Table 3-24
CVAG Energy Measure Implementation Considerations
Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Energy-7 Solar Installation for
Existing Housing
Individual
jurisdiction
governments in
coordination with
various private
companies
The authority to implement and
expand solar installations in
existing homes rests with building
departments to issue permits and
inspect installations. and state
energy agencies. Planning
Departments can adopt ordinances
requiring solar readiness or
installations in new
developments; Building
Departments issue permits and
inspect installations; and the CEC
enforces solar mandates under
Title 24 for certain building types.

Federal:
• DOE
• IRS
State:
• CSD
• CPUC
Regional:
• CPA
• SCE
Low

Net Benefit d Priority 1:
• Draft in 2026
• Adopt in
2027
Energy-8 Solar Installation for
Existing
Commercial/Industri
al
Individual
jurisdiction
governments in
coordination with
various private
companies
Authority to implement solar
installations in existing
commercial and industrial
projects rests with Planning
Departments, Building
Departments, and state energy
agencies. Planning Departments
can adopt ordinances requiring
solar readiness or installations in
new developments; Building
Departments issue permits and
inspect installations; and the CEC
enforces solar mandates under
Title 24 for certain building types.

Federal:
• DOE
State:
• CPUC
Regional:

SCE
Low Net Benefit d Priority 1:
• Draft in 2026
• Adopt in
2027
Notes:
a. CAPCOA Handbook, 2024
b. City of Coronado CAP, 2022
c. Sacramento County CAP, 2024
d. ⁠San Bernardino County Regional GHG Reduction Plan Update, 2022 e. San Diego County CAP, 2024
f. Derived from multiple sources
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 137

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Local Measures – On Road Transportation
On-Road-1: Alternative Fueled Transit Fleets – CNG to Electric Converting County transit fleet from compressed natural gas (CNG) to electric.

Emissions from the County’s transit fleets originate from the combustion of fossil fuels, such as diesel, gasoline, and CNG, to power vehicles. The transportation sector represents the largest source of GHG emissions in the County’s future community GHG inventory. Therefore, reduction measures in the on-road transportation sector have the highest GHG reduction potential relative to other sectors.

This measure suggests the conversion from a mostly CNG transit fleet to an all-electric transit fleet in the County. Converting transit fleets from CNG to electric will reduce GHG emissions from the combustion of CNG. On the other hand, the increased electricity consumption will increase GHG emissions. However, the GHG emission reductions will be significant in the long term as electricity will be generated from more renewable sources and ultimately achieve zero emissions. To implement this measure, the jurisdictions would coordinate with transit authorities in the subregion to convert CNG transit buses to electric. Implementation of this measure would most likely be achieved in increments because the electric transit bus technology is evolving.

On Road-2: Encourage Use of Mass Transit, Carpooling, Ridesharing, and Telecommuting
Encourage alternate modes of transportation.

Commute Trip Reduction programs aim to reduce commute trips and VMT through various strategies. The strategies include encouraging the use of mass transit (including electrification of passenger rail), carpooling, ridesharing, and telecommuting. The level of VMT reductions that this measure could achieve depends on the level of commitment, from completely voluntary to required implementation with monitoring and performance standards. Jurisdictions could start implementing this measure for government employees, and then expand to adopting an ordinance to require businesses to implement Commute Trip Reduction programs. This measure only reduces commute trip VMT; it is assumed that commute trip VMT makes up 30 percent of total VMT.

The COVID-19 pandemic caused an unexpected increase in telecommuting in 2020. According to Gallup at the height of the pandemic in April, 51 percent of the U.S. workforce worked remotely full time, and 18 percent of the workforce was able to work remotely part time.65 By September, the percentage of full-time telecommuters dropped to 33 percent and part-time telecommuters increased to 25 percent. Although this high level of telecommuting is anticipated to significantly reduce VMT in 2020 (and possibly in future years now that it has been demonstrated to be feasible for many), it is not reflected in the current modeling scenarios used for this plan.

Jurisdictions could adopt a Commute Trip Reduction Ordinance and require businesses to implement Commute Trip Reduction programs to achieve the highest level of VMT reductions.

Alternatively, jurisdictions could implement this measure on government employees and encourage businesses to provide employer support on commute trip reductions.

65 Gallup, 2020
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Current initiatives to encourage ridesharing include the Inland Empire Commuter program, which consists of RCTC and SBCTA’s Vanpool Programs provides services at no-cost to eligible Riverside County and San Bernardino County employers and commuters. IE Commuter helps employers set up customized rideshare programs for their employees and assists commuters by providing incentives for ridesharing.

Another initiative to help reduce VMT in the region could be a VMT Mitigation Bank which SBCTA is attempting to initiate. This bank could pool fees from development projects across multiple jurisdictions to spend on larger scale mitigation projects or transportation demand management measures (like an expanded telework commute trip reduction program) that could have the potential for a more significant reduction in VMT and on regional scale.

On Road-3: Signal Synchronization
Improve efficiency through signal synchronization.

This measure implements signal synchronization to improve traffic flow and reduce GHG emissions from less idling time and less stop-and-go driving. Signal timing optimization could be done with or without real-time traffic data. The jurisdiction’s traffic engineers would study all signaled intersections in the jurisdiction and develop a signal timing optimization plan, and then adjust the signal timing. New signals need to be designed consistent with the signal timing optimization plan before approval for installation. Jurisdictions choosing this measure and implementing signal synchronization would reduce 1 percent of on-road transportation GHG emissions from reduced idling time and reduced stop-and-go traffic.

On Road-4: Expand Bike Routes
Expand bike routes including pedestrian and bicycle friendly streets.

Pedestrian- and bicycle-friendly roads are crucial to promoting walking and bicycle use as a transportation method. People tend to walk or bicycle if sidewalks and bicycle routes are available and separate from motor vehicles so that pedestrians’ and bicyclists’ safety can be ensured. Adopting and implementing a bicycle master plan and constructing more bicycle routes would encourage more bicycle rides and would help to reduce VMT and associated GHG emissions. The jurisdiction governments are encouraged to develop and adopt a bicycle master plan that sets a goal for miles of bicycle lanes to be constructed within the jurisdiction. Potential commitment levels could be 2 miles of bicycle lanes per square mile, 4 miles of bicycle lanes per square mile, or 8 miles of bicycle lanes per square mile.

On Road-5: Community Fleet Electrification
Encourage the adoption of electric vehicles and ensure access to EV infrastructure.

Hybrid electric vehicles, plug-in hybrid electric vehicles, and all-electric vehicles (EVs) produce lower emissions than conventional vehicles. All EV types emit at least 40 percent less GHG emissions than conventional vehicles. However, more than 95 percent of people still drive conventional gasoline or diesel vehicles, so programs to encourage the use of EV or hybrid vehicle ownership are greatly needed.

Executive Order (EO) B-16-2012 tasked the California Energy Commission (CEC) and other state agencies to support benchmarks to bring 1.5 million zero emission vehicles (ZEVs) to California’s roads, and in conjunction to make sure that Californians have easy access to ZEV 139

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infrastructure to charge those vehicles by 2025. SBCOG projected that to comply with EO B-16- 2012, there would be 44,846 ZEVs in San Bernardino County by 2025, and a total of 4,761 Level 2 and Level 3 charging stations would be needed to support the ZEVs.66 Each jurisdiction would be responsible for a portion of the charging station needs to support increased number of ZEVs.

Jurisdictions choosing this measure would need to require new residential and commercial development to install charging stations on site. In addition, jurisdictions could work with businesses to install charging stations in office parking lots and provide incentives to encourage residents to install charging stations at home.

66 CSE, 2019
140

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Table 3-25
SBCOG On-Road Transportation Measure Implementation Considerations Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
On-Road-1 Alternative Fueled
Transit Fleets – CNG
to Electric
Transit authorities
serving the County
are primarily
responsible for this
measure, including
OmniTrans, Victor
Valley Transit
Authority, Morongo
Basin Transit
Authority, Mountain
Transit, and Needles
Area Transit. The
jurisdiction
governments would
coordinate with
transit authorities as
appropriate.

The authority to transition city
owned and managed fleets rests
within the local government itself.

Federal
• NEVI program
State:
• SCE
• CARB
• CEC’s Clean
Transportation
Program
• CEC’s CALeVIP
Regional:
• IREN/Clean Cities
High > $1,000 per
MTCO2e d

Priority 3:
• Draft in 2028
• Adopt in
2029
On-Road-2 Encourage Use of
Mass Transit,
Carpooling,
Ridesharing, and
Telecommuting
Individual
jurisdiction
governments
The authority to encourage the
use of mass transit, carpooling,
ride sharing, and telecommuting
is shared among local city
departments, local and regional
transit services, regional
transportation authorities, and
state-level agencies. SBCTA
develops short and long range
transportation plans that can
encourage the shift to non-single
occupancy vehicles.

Federal:
• US DOT
• IIJA
State:
• CARB
• CalTrans
• CalSTA
Regional:
• CVAG
Low Ranges from net
benefit to > $1,000
per MTCO2e f

Priority 1:
• Draft in 2026
• Adopt in
2027
141

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Table 3-25
SBCOG On-Road Transportation Measure Implementation Considerations Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
On-Road-3 Improved Efficiency
through
Transportation
Demand
Management and
Signal
Synchronization
Individual
jurisdiction
governments and
SBCTA
City Public Works or
Transportation Departments
typically lead TDM efforts, which
include carpool and car share
programs. Responsibilities can
range from managing parking
supply and prioritizing carpool
and clean vehicle spaces,
implementing ordinances that
incentivize developers to include
car share vehicles and
memberships in new
developments, and supporting
pilot programs for carsharing in
multifamily housing.

For traffic signal coordination,
implementation is shared among
local city departments, SBCTA,
and Caltrans depending on
jurisdiction and roadway
ownership.

Federal:
• US DOT
State:
• CalTrans
Medium >$1000 per
MTCO2e d
Priority 2:
• Draft in 2027
• Adopt in
2028
On-Road-4 Expand Bike Routes Individual
jurisdiction
governments
Authority over the
implementation of the plans and
codes adopted.

Federal:
• US DOT
State:
• Caltrans
• CalSTA
Regional:
• SBCOG
Medium Net Benefit b Priority 2:
• Draft in 2027
• Adopt in
2028
142

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Table 3-25
SBCOG On-Road Transportation Measure Implementation Considerations Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
On-Road-5 Community Fleet
Electrification
Individual
jurisdiction
governments and
SBCTA
The authority to electrify the
community fleet through
expanding publicly accessible EV
charging infrastructure rests with
a combination of local
departments, state agencies, and
utility partnerships. Within local
governments, Planning
Departments can adopt ordinances
requiring EV infrastructure in
new developments and designate
zoning for EV-friendly uses;
Building and Safety Departments
are typically responsible for
issuing permits and conducting
inspections for EV charging
installations; and Public Works or
Transportation Departments may
manage public right-of-way
installations, parking
designations, and fleet
electrification.

AB 1236 (2015) and AB 970
(2021) require all California cities
and counties to adopt streamlined
permitting ordinances for EV
charging stations.

Federal
• NEVI program
State:
• SCE
• CARB
• CEC’s Clean
Transportation
Program
• CEC’s CALeVIP
Regional:
• IREN/Clean Cities
High >$1000 per
MTCO2e d

Priority 3:
• Draft in 2028
• Adopt in
2029
Notes:
a. CAPCOA Handbook, 2024
b. City of Coronado CAP, 2022
c. Sacramento County CAP, 2024
d. ⁠San Bernardino County Regional GHG Reduction Plan Update, 2022 e. San Diego County CAP, 2024
f. Derived from multiple sources
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 143

Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-89 October 31, 2025 Comprehensive Climate Action Plan
Local Measures – Off Road Transportation and Equipment
Off Road-1 Electric-Powered Construction Equipment
Establish a goal for construction equipment to utilize electricity as power.

This measure reduces diesel-powered construction equipment use and encourages electric- powered construction equipment by establishing a goal such that a portion of construction equipment is electric-powered. With current technology, equipment with relatively low horsepower could be converted to electric. Potential goals might be to require 80−100 percent of equipment that is less than 120 horsepower to be electric powered.

Under this measure, incentives would be offered (e.g., reduced procedural requirements; preference points when bidding on jurisdiction contracts, partner with CARB or SCAQMD to leverage funding) to construction contractors that utilize electric equipment in a certain percentage of their fleet.

Achieving the goal would require close coordination with the SCAQMD, which sets air quality related requirements on construction vehicles and also provides mitigation options related to construction vehicles through Voluntary Emission Reduction Agreement (VERA) programs, which may overlap with this measure.

Off Road-2 Idling Ordinance
Adopt an ordinance that limits idling for heavy-duty construction equipment.

This measure would have jurisdictions adopt an ordinance that limits idling time for heavy-duty construction equipment beyond CARB or local air district regulations and if not already required as part of CEQA mitigation. Recommended idling limit is three minutes. As part of permitting requirements or City contracts, encourage contractors to submit a construction vehicle management plan that includes such things as idling time requirements; requiring hour meters on equipment; and documenting the serial number, horsepower, age, and fuel of all on-site equipment. State law currently requires all off-road equipment fleets to limit idling to no more than five minutes. The jurisdiction governments can adopt ordinances restricting idling time.

Implementation of this measure would be a one-time action. Once the ordinance is adopted, the measure would begin to yield benefits.

Off Road-3 Electric Landscaping Equipment
Adopt an ordinance that reduces gasoline or diesel-powered landscaping equipment use.

Under this measure the participating jurisdiction will adopt an ordinance that reduces gasoline or diesel-powered landscaping equipment use and/or reduces the amount and operating time of such equipment. With current technology, equipment with relatively low horsepower could be converted to electric. Potential goals might be to require 80 to 100 percent of equipment that is less than 120 horsepower to be electric powered. Jurisdictions would work in close cooperation with the air district in drafting an ordinance or developing outreach programs to be consistent with current air district rules and CEQA guidelines. The ordinance could also include the following provisions for community landscaping equipment:
• Sponsor a lawnmower exchange program that allows residents to trade in their gasoline or diesel-powered mower for an electric mower at a low or discounted price. 144

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• Require exterior electrical outlets on all new building developments. 145

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Table 3-26
SBCOG Off Road Transportation and Equipment Measure Implementation Considerations Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Off Road-1 Electric-Powered
Construction
Equipment
Individual
jurisdiction
governments,
SCAQMD, and
Mojave Desert Air
Quality Management
District
The authority to implement the
electrification of construction
equipment, including ordinances,
permitting, and incentives—rests
with a combination of local
departments and state agencies.

Within local governments,
Planning Departments can adopt
ordinances requiring new
construction equipment be
electric, to phase out natural gas-
and diesel-powered equipment.

State agencies, including
CalTrans and the Air District,
could also oversee
implementation.

State:
• CARB
• CalTrans
Regional:
• SCAQMD
• SBCOG
Medium $201 to $999 per
MTCO2e e
Priority 2:
• Draft in 2027
• Adopt in
2028
Off Road-2 Idling Ordinance Individual
jurisdiction
governments
Authority to implement an idling
ordinance targeting off-road
transportation, such as
construction equipment, industrial
vehicles, and yard trucks, rests
with AQMDs, environmental
health departments, and planning
departments. AQMDs may set
regional emissions standards and
enforce anti-idling rules under
state mandates like California's
Airborne Toxic Control
Measures, health departments
may monitor compliance, and
planning departments may
incorporate idling restrictions into
conditions of approval for
development projects. Local
governments also have the
authority to adopt municipal
ordinances to limit idling time and
reduce localized air pollution and
GHG emission.

State:
• CARB
Regional:
• SCAQMD
• SBCOG
Medium Net Benefit Priority 2:
• Draft in 2027
• Adopt in
2028
146

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Table 3-26
SBCOG Off Road Transportation and Equipment Measure Implementation Considerations Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Off Road-3 Electric Landscaping
Equipment
Individual
jurisdiction
governments
The authority to implement the
electrification of construction
equipment, including ordinances,
permitting, and incentives—rests
with a combination of local
departments and state agencies.

Within local governments,
Planning Departments can adopt
ordinances requiring new
construction equipment be
electric, to phase out natural gas-
and diesel-powered equipment.

State agencies, including
CalTrans and the Air District,
could also oversee
implementation.

State:
• CARB
Regional:
• SCAQMD
• SBCOG
Medium $201 to $999 per
MTCO2e e
Priority 2:
• Draft in 2027
• Adopt in
2028
Notes:
a. CAPCOA Handbook, 2024
b. City of Coronado CAP, 2022
c. Sacramento County CAP, 2024
d. ⁠San Bernardino County Regional GHG Reduction Plan Update, 2022 e. San Diego County CAP, 2024
f. Derived from multiple sources
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 147

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Local Measures – Waste Diversion
Waste-1 Waste Diversion
Adopt citywide waste goals to divert waste.

Total emissions from solid waste generated by the cities account for approximately 5 percent of total subregional emissions for 2016. These emissions are fugitive emissions of methane that occur at numerous landfills spread throughout the state, and are considered an indirect emissions source. The materials disposed of by each Partnership city are recycled, composted, or placed in a landfill. Organic waste that is buried in landfills decomposes under anaerobic conditions to produce methane. Landfill-related emissions from waste are primarily methane, which is released over time when waste decomposes. Waste diversion programs are designed to reduce the amount of waste sent to landfills. In addition to GHG emissions and cost savings, diversion programs may reduce waste-hauling fees, as well as fuel combustion emissions for transporting waste to landfills. Likewise, reductions in landfilled waste would reduce the need for landfill space, which may contribute to future land conservation.

This measure would exceed the waste diversion goal (75 percent) required by AB 341 by adopting citywide waste goals to divert more than 75 percent of waste. In instances where cities operate their own waste services programs, they will have responsibility to expand or establish composting, recycling, and yard waste programs to residences and businesses. Cities would work with waste providers to identify a baseline, opportunities, and achievable diversion goals before a certain time period, all of which can be incorporated into the waste provider’s contract with a jurisdiction. This measure could include:
• Expand educational programs to inform residents about reuse, recycling, composting, waste to energy, and zero waste programs. Encourage local recycling and composting initiatives at the neighborhood level.
• Adopt a construction and demolition waste recovery ordinance that meets or exceeds the CALGreen voluntary guidance of a 65−75 percent reduction in nonhazardous construction and demolition waste.
• Encourage local businesses to expand their recycling and composting efforts and to reduce packaging of products manufactured in the cities. • Establish a reuse/recycling center where furniture, appliances, building materials, and other useful, nonhazardous items may be dropped off or purchased for a nominal fee. • Enhance regional coordination on waste management, to take advantage of economies of scale of recycling, composting, and other diversion programs. 148

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Table 3-27
SBCOG Waste Diversion Measure Implementation Considerations Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Waste-1 Waste Diversion Individual
jurisdiction
governments and
waste service
providers
City, county, or special districts
that provide solid waste collection
services have authority to
implement waste diversion
programs and infrastructure.

State:
• CalRecycle
High >$1,000 per
MTCO2e d
Priority 3:
• Draft in 2028
• Adopt in
2029
Notes:
m. CAPCOA Handbook, 2024
n. City of Coronado CAP, 2022
o. Sacramento County CAP, 2024
p. ⁠San Bernardino County Regional GHG Reduction Plan Update, 2022 q. San Diego County CAP, 2024
r. Derived from multiple sources
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 149

Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-95 October 31, 2025 Comprehensive Climate Action Plan
Local Measures – Water Conveyance
Water-1 CALGREEN Water Efficiency Measures for New Construction Adopt voluntary CALGREEN water efficiency measures for new construction.

Water is not only an important resource with limited supplies, but the treatment, distribution, and conveyance of water requires considerable amounts of electricity. The generation of this electricity consumes fossil fuels and releases GHGs. Reducing water demand and conserving water can therefore save energy and avoid future emissions. Reduction measures in the water conveyance sector typically contribute small GHG reductions relative to other sectors. In 2010, the California Building Standards Commission unanimously adopted Title 24 Part 11 (also known as CALGreen), the mandatory green building standards code and the first such code in the nation. CALGreen requires all new buildings in the state to be more energy efficient and environmentally responsible. Effective January 1, 2011, CALGreen requires that every new building constructed in California reduce water consumption by 20 percent. CALGreen voluntary measures recommend a 30–40 percent reduction over BAU conditions in indoor water use and 55–60 percent reduction over BAU outdoor potable water use. This measure would require the adoption of the voluntary CALGreen water efficiency measures (at least Tier 1) for new construction. CALGreen voluntary measures recommend use of certain water-efficient appliances, plumbing and irrigation systems, as well as more aggressive water-savings targets. It would also update building standards and codes for new residential and nonresidential buildings to require adoption of these voluntary measures, including:
• Use of low-water irrigation systems.
• Installation of rainwater and gray water systems.
• Installation of water-efficient appliances and plumbing fixtures, as well as composting toilets.

Water-2 CALGREEN Water Efficiency Measures for Existing Buildings Adopt voluntary CALGREEN water efficiency measures for existing buildings.

This measure suggests the implementation of a program to renovate existing buildings to achieve higher levels of water efficiency. In addition, this measure would establish education and outreach programs to educate individuals on the importance of water efficiency and how to reduce water use. Rebate programs can help promote installation of water-efficient plumbing fixtures. The program could address:
• Development plans to ensure water conservation techniques are used (e.g., rain barrels, drought tolerant landscape).
• Water efficiency upgrades as a condition of issuing permits for renovations or additions of existing buildings.
• Adopt water conservation pricing, such as tiered rate structures, to encourage efficient water use.
• Incentives for projects that demonstrate significant water conservation through use of innovative water consumption technologies.
150

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Water-3 Water Efficient Landscaping Practices
Encouraging water efficient landscaping practices.

Water use contributes to GHG emissions indirectly, via the production of the electricity that is used to pump, treat, and distribute the water. California homes and businesses consume a significant amount of water through outdoor water use, which includes landscape irrigation.

Designing water-efficient landscapes for a project site reduces water consumption and the associated indirect GHG emissions.

Examples of measures to consider when designing landscapes are reducing lawn sizes, planting vegetation with minimal water needs such as California native species, choosing vegetation appropriate for the climate of the project site, and choosing complimentary plants with similar water needs or which can provide each other with shade and/or water. Achieving this goal would not only reduce electricity consumption, but avoid GHG emissions and conserve water. This measure also suggests adopting a landscaping water plan that exceeds the requirements in the Model Landscape Ordinance (AB 1881).
151

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Table 3-28
SBCOG Water Measure Implementation Considerations
Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Water-1 Require Adoption of
Voluntary
CalGREEN Water
Efficiency Measures
for New Construction
Individual
jurisdiction
governments
The authority to require the
adoption of voluntary CalGREEN
water efficiency measures for new
construction lies with local
governments and their Building
and Planning Departments. Local
governments may adopt these
voluntary measures as “reach
codes” through ordinance, making
them mandatory within their
jurisdiction. Building
Departments enforce compliance
through plan review and
permitting, while Planning
Departments may integrate these
standards into broader
sustainability goals for new
development.

Regional:
• SBCOG
Medium >$1,000 per
MTCO2e d

Priority 2:
• Draft in 2027
• Adopt in
2028
Water-2 Require Adoption of
Voluntary
CalGREEN Water
Efficiency Measures
for Existing
Buildings
Individual
jurisdiction
governments
The authority to require the
adoption of voluntary CalGREEN
water efficiency measures for
existing buildings lies with local
governments and their Building
and Planning Departments. Local
governments may adopt these
voluntary measures as “reach
codes” through ordinance, making
them mandatory within their
jurisdiction. Building
Departments enforce compliance
through plan review and
permitting, while Planning
Departments may integrate these
standards into broader
sustainability goals for existing
buildings.

Regional:
• SBCOG
High >$1,000 per
MTCO2e d
Priority 3:
• Draft in 2028
• Adopt in
2029
152

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Table 3-28
SBCOG Water Measure Implementation Considerations
Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Water-3 Encourage Water-
Efficient
Landscaping
Practices
Individual
jurisdiction
governments and
water retailers
Where grant funding or
partnership with utilities is
identified, cities can implement
water efficient landscaping
practices and programs and
provide educational materials to
support water efficient
landscaping practices.

Regional:
• SBCOG
Low Ranges from net
benefit to >$1,000
per MTCO2e f
Priority 1:
• Draft in 2026
• Adopt in
2027
Notes:
a. CAPCOA Handbook, 2024
b. City of Coronado CAP, 2022
c. Sacramento County CAP, 2024
d. ⁠San Bernardino County Regional GHG Reduction Plan Update, 2022 e. San Diego County CAP, 2024
f. Derived from multiple sources
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 153

Riverside-San Bernardino-Ontario MSA Comprehensive Climate Action Plan Riverside−San Bernardino−Ontario MSA 3-99 October 31, 2025 Comprehensive Climate Action Plan
Local Measures – Wastewater Treatment and Discharge
Wastewater-1 Methane Recovery
Capture fugitive emissions that are emitted during the wastewater treatment process.

Methane capture reduces fugitive methane emissions that are emitted during the wastewater treatment process. Capturing the fugitive methane prevents it from reaching the atmosphere.

Captured methane can also be utilized as an energy source to generate electricity or produce vehicle fuel, which reduces the need for external energy or fuel from a utility. Equipment upgrades can reduce the amount of electricity and natural gas used to power the equipment, which in turn reduces emissions associated with fuel combustion.

Under this measure, the participating jurisdiction will coordinate with the Inland Empire Utilities Agency (IEUA) or other local wastewater treatment providers to identify funding and cooperating agencies for establishing methane recovery systems at all wastewater treatment plants (WWTPs) that service the County residents. WWTPs in the subregion operated by IEUA, the City of San Bernardino, and Victor Valley Wastewater Reclamation Authority (VVWA) already have an approximately 62 percent methane capture rate. Jurisdictions serviced by these providers would only benefit from this measure if the methane capture rate could be increased. For WWTPs that currently do not have methane capture systems, plants operators would work with regional power providers, local jurisdictions, or other entities to identify funding for methane capture system installation.

Wastewater-2 Equipment Upgrades (Regional)
Upgrade and replace wastewater treatment and pumping equipment to be more energy efficient.

This measure encourages the jurisdictions to work with their local wastewater treatment provider to upgrade and replace wastewater treatment and pumping equipment with more energy-efficient equipment, as financially feasible, at the existing facilities. The measure would require all pumping and treatment equipment to be 25 percent more energy efficient at the time of replacement and utilize best management practices for the treatment of waste. This measure could also include the following:
• Assess the feasibility of using advanced treatment of recycled water with microfiltration or reverse osmosis for future potable water use.
• Assess associated energy/GHG tradeoffs and out of basin water supply.

This measure would require the individual wastewater treatment plants to upgrade pumping and treatment equipment. The upgrade of equipment is a one-time event, and implementation would be complete once the upgraded equipment begins operating. 154

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Table 3-29
SBCOG Wastewater Treatment and Discharge Measure Implementation Considerations Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Wastewater-1 Methane Recovery Wastewater treatment
plants
The local agency or department
that owns and operates the
wastewater treatment plant (e.g., a
city’s Public Works Department
or a sanitation district) has the
direct authority to plan and
implement equipment upgrades.

These agencies can apply for
funding or technical support
through utilities or other agencies
such as SoCalREN and CEC, or
other state programs.

Federal:
• EPA
Regional:
• SoCalREN
High >$1,000 per
MTCO2e f
Priority 3:
• Draft in 2028
• Adopt in
2029
Wastewater-2 Equipment Upgrades Wastewater treatment
plants
The local agency or department
that owns and operates the
wastewater treatment plant (e.g., a
city’s Public Works Department
or a sanitation district) has the
direct authority to plan and
implement equipment upgrades.

These agencies can apply for
funding or technical support
through utilities or other agencies
such as SoCalREN and CEC, or
other state programs.

Regional:
• SoCalREN
Medium $201 to $999 per
MTCO2e e
Priority 2:
• Draft in 2027
• Adopt in
2028
Notes:
a. CAPCOA Handbook, 2024
b. City of Coronado CAP, 2022
c. Sacramento County CAP, 2024
d. ⁠San Bernardino County Regional GHG Reduction Plan Update, 2022 e. San Diego County CAP, 2024
f. Derived from multiple sources
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 155

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Local Measures – Agriculture
Agriculture-1 Methane Capture at Large Dairies
Install methane digesters to capture methane emissions from decomposing manure.

Agriculture emissions accounted for approximately 3 percent of the total subregional emissions in 2016. These emissions are direct emissions resulting from livestock activity and the application of fertilizer. The three general sources of agricultural emissions evaluated in this inventory include livestock enteric fermentation, livestock manure management, and N2O emissions from the application of fertilizer. Reduction measures in the agriculture sector typically provide modest GHG reductions relative to other sectors.

Reducing the jurisdictions’ GHG emissions from the agriculture sector includes methane capture and combustion at large dairies and animal operations facilities. The large dairies with more than 1,000 cattle are located in Chino, Ontario, and Unincorporated County. Methane capture reduces fugitive methane emissions that are emitted from livestock as a result of decomposing manure.

Capturing the fugitive methane prevents it from reaching the atmosphere. Captured methane can also be utilized as an energy source to generate electricity or produce vehicle fuel, which reduces the need for external energy or fuel from a utility.

This is a voluntary measure to be undertaken by large dairies and encourages the installation of methane digesters to capture methane emissions from the decomposing manure. The methane could be used on site as an alternative to natural gas in combustion, power production, or as a transportation fuel. Further, individual project proponents may be able to sell GHG credits associated with these installations on the voluntary carbon market. Dairies would need to install methane capture and control equipment at their facilities and employ other best management practices for reducing fugitive methane emissions. The City of Chino, City of Ontario, Unincorporated San Bernardino County, along with the air districts, can collaborate with the dairies to achieve this. The installation of equipment is a one-time event, and implementation would be complete once the equipment begins operating.
156

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Table 3-30
SBCOG Agriculture Measure Implementation Considerations Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Agriculture-1 Methane Capture at
Large Daries
Large dairies Authority to implement capture at
large dairies rests with the
California Department of Food
and Agriculture, the California
Air Resources Board, and local
Environmental Health
Departments. Local
Environmental Health
Departments may regulate air and
water quality impacts associated
with digester operations. Public-
private partnerships and utility
interconnection support are also
critical for integrating captured
methane into renewable energy
systems.

Federal:
• EPA
State:
• CDFA
High >$1,000 per
MTCO2e f
Priority 3:
• Draft in 2028
• Adopt in
2029
Notes:
a. CAPCOA Handbook, 2024
b. City of Coronado CAP, 2022
c. Sacramento County CAP, 2024
d. ⁠San Bernardino County Regional GHG Reduction Plan Update, 2022 e. San Diego County CAP, 2024
f. Derived from multiple sources
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 157

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Local Measures – Land Use and Urban Design
Land Use-1 Promote Rooftop Gardens
Establish a goal for residences and commercial facilities to construct rooftop gardens.

A green roof or rooftop garden is a roof of a building that is partially or completely covered with vegetation and a growing medium, planted over a waterproofing membrane. It may also include additional layers such as a root barrier and drainage and irrigation systems. Green roofs serve several purposes for a building, such as absorbing rainwater, providing insulation, creating a habitat for wildlife, and helping to lower urban air temperatures and mitigate the heat island effect. This measure promotes the construction of rooftop gardens, which insulate the building underneath and increase energy efficiency. Rooftop gardens also cool the surrounding area through moisture retention and surface reflectively. The construction of the rooftop gardens would reduce energy consumption and associated GHG emissions in the building energy sector.

This measure would establish a goal for 5 percent of new multifamily residences and 15 percent of new commercial facilities over 100,000 square feet to construct rooftop gardens. Rooftop green space insulates the building underneath and increases energy efficiency. Rooftop gardens also cool the surrounding area through moisture retention and surface reflectivity. This measure could also reduce energy consumption and associated GHG emissions in the building energy sector. This measure could be implemented through the following incentives:
• Consider offering nonfinancial incentives, as feasible, to encourage rooftop gardens. • Consider providing informational materials to contractors, homeowners, and businesses about the benefits of and incentives for rooftop gardens.

Land Use-2 Urban Tree Planting
Establish a tree planting or tree preservation goal.

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Table 3-31
SBCOG Land Use and Urban Design Measure Implementation Considerations Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Land Use-1 Promote Rooftop
Gardens
Individual
jurisdiction
governments
Authority to promote and
implement rooftop gardens rests
with local Planning Departments,
Building and Safety Departments,
and Sustainability Offices, in
coordination with state building
code requirements. Planning
Departments may encourage
rooftop gardens through zoning
incentives, density bonuses, or
green building ordinances.

Rooftop gardens require full plan
review, permits, and inspections
to insure compliance with load-
bearing capacity, code fire access,
and integration standards, which
are overseen by Building
Departments. Sustainability
Offices may promote adoption
through outreach, grants, and
integration into climate strategies.

State:
• CNRA
Low $201 to $999 per
MTCO2e f

Priority 1:
• Draft in 2026
• Adopt in
2027
Land Use-2 Urban Tree Planting Individual
jurisdiction
governments
Authority to implement urban tree
planting programs rests with local
jurisdictions and departments
such as public works, parks and
recreation, planning, or
sustainability. Local jurisdictions
have the authority to develop
plans and policies that support
urban forestry.

Planning departments have
authority over municipal codes or
development standards that can
encourage tree planting in
new/existing developments.

State:
• Cal Fire
• CNRA
Low $201 to $999 per
MTCO2e e
Priority 1:
• Draft in 2026
• Adopt in
2027
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Table 3-31
SBCOG Land Use and Urban Design Measure Implementation Considerations Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
Notes:
a. CAPCOA Handbook, 2024
b. City of Coronado CAP, 2022
c. Sacramento County CAP, 2024
d. ⁠San Bernardino County Regional GHG Reduction Plan Update, 2022 e. San Diego County CAP, 2024
f. Derived from multiple sources
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 160

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Local Measures – GHG Performance Standard
PS-1 GHG Performance Standard for New Development
Adopt a GHG performance standard for new development.

Individual jurisdictions may adopt a GHG Performance Standard for New Development (PS-1) that would provide a streamlined and flexible program for new residential and nonresidential projects to reduce their emissions. The PS would be a reduction standard for new private developments as part of the discretionary approval process under CEQA. Under PS-1, new projects would be required to quantify project-generated GHG emissions and adopt feasible reduction measures to reduce project emissions to a level that is a certain percent below BAU project emissions. PS-1 does not require project applicants to implement a pre-determined set of measures. Rather, project applicants are allowed to choose the most appropriate measures for achieving the percent reduction goal, while taking into consideration cost, environmental or economic benefits, schedule, and other project requirements.

A jurisdiction may select a suite of other local measures that may already meet the PS-1percent reduction goal specified by that jurisdiction. In these cases, a jurisdiction can still select PS-1 and use it to support those local measures, even though direct reductions from PS-1 for those jurisdictions may be zero. An effort was made to not to double-count emissions reductions from PS-1 and overlapping local measures.

One means of implementing the Performance Standard would be through development of a point- based “screening table” that identifies a wide range of project-level measures that could be used to provide GHG reductions. The screening table provides the points for different types of measures and level of commitment and allows an easy way for project applicants to tally up their different proposed measures and see whether they meet the jurisdiction’s specific PS. San Bernardino County has developed screening tables and guidance of how to apply them that are presently being used by new project applicants in the County as a means to help streamline project review. Each jurisdiction that ultimately chooses a PS approach as part of their local plan could develop its own screening tables. In addition, the jurisdictions participating in the subregional reduction plan have discussed a potential to develop regional screening tables that could apply to multiple cities which may further streamline reviews for cities that choose this approach.
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Table 3-32
SBCOG GHG Performance Standard Measure Implementation Considerations Measure Ref # Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
PS-1 GHG Performance
Standard for New
Development
Individual
jurisdiction
governments
The authority to implement GHG
performance standards for new
development rests with local
Planning and Building
Departments. Local governments
may adopt GHG thresholds or
performance standards through
general plans or zoning
ordinances, often aligned with
CEQA guidelines.
• N/A Medium N/A Priority 2:
• Draft in 2027
• Adopt in
2028
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Accounting for Local Measures
Through state regulations and locally implemented measures, GHG emissions across SBCOG cities are expected to be reduced to approximately 1,634,078 MTCO2e annually by 2030, and 1,472,664 MTCO2e annually by 2045, as shown in Table 3-33.

Figure 3-7 shows graphically the BAU forecast, the effect of state and local measures, and the gap that must be filled by reductions from local measures for the SBCOG subregion to achieve state-aligned targets for 2030 and 2045.

Table 3-33
SBCOG Cities: GHG Reductions Needed from Local Measures After Accounting for State and Local Measures (MTCO2e/yr)
2030 2045
Business-as-Usual Forecast 17,674,452 19,652,360
Reductions from State Measures 5,893,212 9,478,645
Reductions from Local Measures 1,634,078 1,472,664
Remaining Emissions After State and Local Reductions 10,147,162 8,701,051 Absolute Emissions Target 9,583,346 2,555,559
Reductions Needed from Local Measures to Achieve Absolute Targets 563,816 6,145,491 Figure 3-7 SBCOG GHG Reductions from State Regulations and Local Measures 2030 and 2045 (MTCO2e)

Additional reductions are needed from local measures in SBCOG cities to achieve reduction targets consistent with those mandated by the State of California. As described earlier (Table 3-33), when considering targets based on absolute reductions, the gap that must be closed by local measures is approximately 563,816 MTCO2e per year by 2030 and 6,145,492 MTCO2e per year by 2045.

The following sections describe how these targets can be achieved by evaluating what can feasibly be accomplished through implementation of local measures by 2030 and 2045. For 2030, the analysis is presented from two perspectives: 1) the SBCOG subregion as a whole; and 2) on a city-by-city basis for the 25 member cities of SBCOG, which accounts for the climate action

BAU Emissions
Reductions from
State Regulations and
Local Measures
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planning that each city has previously completed and assesses what may have to be adjusted to meet the targets.

Meeting GHG Reduction Targets
2030 Subregional Assessment
Throughout the development of SBCOG’s GHG Reduction Plan, partnership jurisdictions identified actions that could become the basis of each jurisdiction’s individual CAP. These actions include those mandated by the state, including the renewable portfolio standard, and those implemented individually by each jurisdiction, such as urban tree planting or waste diversion requirements. Through the combination of these actions, each jurisdiction and the region as a whole will be able to reduce GHG emissions. SBCOG does not have a subregion-wide GHG reduction target because jurisdictions identified individual reduction targets for 2030, and reduction targets for jurisdictions are diverse. Targets include a range of custom levels between 25 percent and 46 percent below 2008, 40 percent below 2016 GHG emission levels, 36 to 42 percent below 2020 BAU, or several per capita emissions levels. Given that reduction targets are only identified on a per jurisdiction basis, Figure 3-8 shows that all jurisdictions will meet their specified reduction target with the actions identified, including state mandates, regional measures, and local actions.

Figure 3-8 2030 BAU GHG Emissions Forecast and Identified GHG Reductions in 2030 for SBCOG Jurisdictions

Table 3-34 below presents the emissions reduction targets for each jurisdiction and indicates whether they are expected to meet these targets. It is noteworthy that all SBCOG jurisdictions are projected to achieve their specified reduction targets with the actions outlined above.

Table 3-34
SBCOG Jurisdictions Baseline Level and Emissions Reductions Targets Jurisdiction Baseline
Level
Planned 2030 Reductions
(MTCO2e)
Expect 2030
GHG Target
to be Met?
Adelanto 2020 BAU 40% Yes
Apple Valley 2005 40% Yes
Barstow 2020 BAU 40% Yes
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Table 3-34
SBCOG Jurisdictions Baseline Level and Emissions Reductions Targets Jurisdiction Baseline
Level
Planned 2030 Reductions
(MTCO2e)
Expect 2030
GHG Target
to be Met?
Big Bear Lake 2008 32% Yes
Chino 2008 46% Yes
Chino Hills 2008 35.1% Yes
Colton 2008 46% Yes
Fontana 2008 46% Yes
Grand Terrace 2020 BAU 42% Yes
Hesperia 2020 BAU 40% Yes
Highland 2016 40% Yes
Loma Linda 2008 25% Yes
Montclair 2016 42% Yes
Needles 2020 BAU 35.9% Yes
Ontario 2016 40% Yes
Rancho Cucamonga 2016 40% Yes
Redlands 2008 35.1% Yes
Rialto 2016 40% Yes
San Bernardino 2016 40% Yes
Twentynine Palms 2008 46% Yes
Upland 2016 40% Yes
Victorville 2008 40% Yes
Yucaipa 2008 46% Yes
Yucca Valley 2020 BAU 40% Yes
Unincorporated San Bernardino
County
2020 BAU 40% Yes
SOURCE: San Bernardino County Greenhouse Gas Reduction Plan (2021) 2045 Subregional Assessment
Achieving a 2045 GHG reduction target consistent with AB 1279 will require substantial reductions from local measures, with a focus on transportation and building energy efficiency measures. Partnership jurisdictions in SBCOG can do their part to be on track to meet the 2045 goal by implementing the following:
• Increase energy efficiency and green building efforts (for jurisdiction municipal buildings as well as private buildings in the region) to reach full zero net energy for both new development and existing development between 2030 and 2045. • Continue to implement land use and transportation measures to lower VMT and shift travel modes.
• Capture all methane from landfills receiving regional waste, move toward zero waste and utilize landfill gas further as an energy source.
• Continue to improve local water efficiency and conservation. • Continue to support and leverage incentive and rebate and other financing programs for residential and commercial energy efficiency and renewable energy installations to shorten payback period and costs and to develop programs that encourage increased use of small-scale renewable power as it becomes more economically feasible.

In addition, regional coordination will be vital to ensuring these GHG emission reduction strategies are implemented effectively across all communities in SBCOG. The conceptual effects of these strategies are presented in Table 3-35 and would represent an approximate doubling of effort for most jurisdictions from that planned at the state and jurisdiction level for 2030. While the potential mix of future GHG reduction measures presented in this section is only an example, 165

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it serves to demonstrate that the current measures in the CARB Scoping Plan and the Reduction Plan can not only move the region to its 2030 goal, but can also provide an expandable framework for much greater long-term GHG emissions reductions beyond 2030.

Table 3-35
Potential Regional Reduction Measures in SBCOG to Reach 2045 Goal (MTCO2e) Sector
Reductions by 2030 (This Plan) Scenario for Reductions by 2045 State Local TOTAL % below
2016
Additional Reductions
Needed for
2030–2045
Effort Relative to
2020–2030 (%)
Building Energy
(Residential,
Commercial,
Industrial)
2,618,157 931,841 3,549,998 63% 3,097,785 87%
On-Road
Transportation
2,690,435 246,072 2,936,507 36% 6,018,701 205%
Off-Road
Transportation and
Equipment
NA 13,526 13,526 8% 328,111 2,426%
Solid Waste
Management
584,621 356,035 940,655 91% 293,807 31%
Agriculture NA 3,754 3,754 <1% 81,005 2,158%
Wastewater
Treatment
NA 15,551 15,551 6% 78,835 507%
Water Conveyance NA 90,025 90,025 50% 146,037 162%
GHG Performance
Standard for New
Development
NA 230,315 230,315 NA Not estimated Not estimated
TOTAL 5,893,212 1,919,770 7,812,982  64% 9,861,470  126% NOTES:

NA – Not applicable.

WRCOG Measures
The PCAP presented a compendium of climate action planning that has occurred recently in the WRCOG subregion, including WRCOG’s 2022 Subregional CAP (covering 13 cities) and seven local CAPs that have been developed by local jurisdictions over the past ten to fifteen years. The PCAP summarized these plans and aggregated their GHG measures under the sectors of Energy, Transportation, Solid Waste, Water & Wastewater, and Agriculture. The seven existing local CAPs were reviewed for consistency with WRCOG’s 2022 Subregional CAP, which identified three local measures not included in the 2022 Subregional CAP.67 As such, the PCAP68 identified five state measures, three regional measures, and fifteen local measures to represent the range of GHG measures encountered in existing plans in the WRCOG subregion.69 Although the PCAP included a rough estimate of how the implementation of all existing CAPs in the subregion would reduce emissions by the year 2030, the results are considered preliminary, due to the inconsistencies and variabilities used by the various plans in developing emissions baselines, regulatory assumptions, and emissions quantification methods.

Furthermore, the analysis of existing CAPs as provided in the PCAP did not demonstrate how the WRCOG subregion could achieve reductions consistent with California’s mandated statewide

67 WRCOG, 2022
68 SBCOG, 2024
69 See Table 4-21 of the PCAP
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targets as represented by AB 32 and SB 1279. The 2022 WRCOG Subregional CAP demonstrated that just 4 of the 13 participating cities (Banning, Beaumont, Canyon Lake, and Lake Elsinore) would achieve a 2030 target consistent with California’s statewide target (see PCAP, Table 2-8). And at least one of the CAPs developed individually for the remaining cities did not demonstrate quantitatively how a 2030 target could be met (for the City of Riverside, though that city is currently in the process of updating its CAP). For the purposes of the CCAP, a fresh analysis was completed to determine the reductions needed from state, regional and local measures for the WRCOG subregion to achieve targets consistent with SB 32 (for 2030) and AB 1279 (for 2045).

The analysis for the CCAP starts with state measures, then examines regional measures, and concludes with identifying what must be accomplished through locally implemented measures for the WRCOG subregion to reduce emissions consistent with state targets. The analysis describes how the WRCOG cities as a region can meet state-aligned targets for 2030 and 2045 but does not prescribe what individual jurisdictions must commit to. Each city is examined for its ability to achieve these targets based on commitments outlined in their current local CAP or their participation in the 2022 WRCOG Subregional CAP. For those cities that are not currently demonstrating alignment with state targets, the challenges and opportunities for target achievement are identified, including specific reduction measures and performance recommendations.

Accounting for State Measures
The effect of statewide standards and regulations on the subregion’s 2030 and 2045 emissions forecasts is summarized in Table 3-36; the collective effect of these forecasts for the subregion is depicted in Figure 3-9. By 2030, statewide standards and regulations are expected to reduce community emissions by approximately 3,466,891 MTCO2e per year, or an estimated 32 percent from the BAU forecast. By 2045, statewide measures are expected to reduce community emissions by approximately 9,745,903 MTCO2e per year, or an estimated 73 percent from the BAU forecast. As shown in Figure 3-9, with state-imposed regulations, the emissions are expected to decrease through the year 2045, compared to the BAU forecast that shows an increase over the same period. Methods used to quantify reductions are included in Appendix B.

Table 3-36
WRCOG Cities: GHG Reductions from State Measures (MTCO2e/yr) State Measures by Sector 2030 Reduction Potential 2045 Reduction Potential Energy
SE-1: Renewables Portfolio Standard (RPS) 1,336,195 4,157,992 SE-2: California Building Energy Efficiency
Standards (Title 24, Part 6) 155,294 407,659
Transportation and Land Use
ST-1: Pavley/Advanced Clean Cars II; Low Carbon
Fuel Standard (LCFS) 1,518,296 4,679,848
Solid Waste
SR-1: State Recycling and Waste Diversion
Mandates 442,350 500,404
Water and Wastewater
SW-1: Water Conservation Mandates 14,756 0
Total Reduction from State Measures 3,466,891 9,745,903 Note: Totals may not add up due to rounding.

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Figure 3-9 WRCOG Subregion: Community GHG Emissions After Accounting for State Measures, by Sector (MTCO2e/year) – All Cities Combined

State programs typically require action at the local level to be successful. For example, the California Green Building Standards Code (CALGreen and the Title 24, Part 6 energy standards) requires, at a minimum, that new buildings and renovations in California meet certain design standards. New residential and commercial buildings must meet certain baseline efficiency and sustainability standards. These baselines are established through locally adopted building codes and will result in GHG reductions. Additional voluntary building code provisions, known as Tier 1 and Tier 2 requirements, can be adopted locally, providing even greater energy savings and emissions reductions.

Regional Transportation Measures
Regional programs are those developed or administered at a level of government above the local jurisdiction but below the state. These programs often are more responsive to local context than statewide programs. They generally require local participation but do not require local administration to achieve GHG reductions. All regional measures considered for the CCAP are aimed at reducing emissions from the transportation sector. This includes the Goods Movement Decarbonization measure that was presented in the PCAP as a priority regional measure.

Descriptions of these measures are provided in the following paragraphs.

Accounting for Regional Measures
Table 3-37 lists the regional measures that were analyzed for the CCAP along with estimated total annual GHG reductions anticipated for each measure across the WRCOG subregion by the 168

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years 2030 and 2045. Figure 3-10 shows graphically the impact that regional measures will have on the subregion’s emissions. Methods used to quantify reductions from regional measures are included in Appendix B.

Table 3-37
WRCOG Cities: GHG Reductions from Regional Transportation Measures (MTCO2e/yr) Regional Transportation Measures 2030 Reduction
Potential
2045 Reduction
Potential
RT-1 Metrolink Expansion 6,436 2,493
RT-2 Regional Transportation Demand Management 53,647 27,297 RT-3 Goods Movement Decarbonization 104,194 85,901
Total Regional Reductions 164,277 115,691
Note: Totals may not add up due to rounding.

Figure 3-10 WRCOG Subregion: Community GHG Emissions After Accounting for State and Regional Measures, by Sector (MTCO2e/year) – All Cities Combined

RT-1: Metrolink Expansion
Provide additional Metrolink transit service provided to Western Riverside County.

As identified in Metrolink’s 10 Year Strategic Plan, service on the Metrolink Perris Valley Line will be increased in Western Riverside County, allowing for alternative transportation, reducing VMT and GHG emissions in Western Riverside County. Service along this route is expected to increase to 23 trains per weekday by 2025.

Metrolink has projected that travelers from the Perris Valley corridor will represent a growing share of Metrolink trips at all Riverside County stations, from approximately 3,000 in 2001 to 169

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about 11,700 in 2030 (a 390 percent increase). This increase in ridership will provide an alternative to single-occupancy vehicles, which in turn will reduce the GHG emissions of the WRCOG subregion.

RT-2: Regional Transportation Demand Management
Implement transportation demand management strategies and programs such as commuter benefit programs and promoting telecommuting and alternative work schedule options.

This strategy reflects the regional share of transportation demand management (TDM) strategies that may be implemented on a regional level given the high degree of out-commuting that occurs in Western Riverside County. Telecommuting, which has increased considerably over the past decade and particularly since the Covid-19 pandemic, reduces GHG emissions directly by removing vehicle trips, and provides the added benefit of reducing idling and congestion-related emissions from the vehicles remaining on the road.

Between 2017 and 2020, telecommuting dramatically increased in the WRCOG subregion, primarily as a reaction to the COVID-19 pandemic. Regional telecommuting has not remained at the level experienced during the pandemic but is now seen as a more viable option for some workers in the WRCOG subregion than it was before 2020. It is expected that regionally, telecommuting will increase to higher levels by 2030 compared to 2017. The subregion’s IE Commuter program, a partnership between Riverside County Transportation Commission (RCTC) and SBCTA provides support, resources and incentives to individuals and employers for telework programs. With teleworking becoming increasingly viable for companies and for workers, this program is likely to expand, and other programs in the subregion may also develop.

RT-3: Decarbonize Goods Movement
Provide supporting infrastructure to expand the adoption of electric and hydrogen-powered trucks.

Note: this measure was included in the PCAP and was incorporated into a CPRG Implementation grant application by the South Coast Air Quality Management District (AQMD). In July 2024, the agency was awarded a $500M grant to fund their INVEST CLEAN program transitioning the Southern California goods movement and logistics corridor to zero emission (ZE) technologies.70 Southern California is a major hub for importing and exporting goods, with trillions of dollars in cargo moving across the region each year. Goods movement, defined as the distribution of freight (including raw materials, parts and finished consumer products) by all modes of transportation including marine, air, rail, and truck, encompasses aspects of already existing regional networks such as trucks and trains, as well as their associated infrastructure and facilities. Many of these warehouses and distribution facilities employ heavy- and medium-duty vehicles that contribute to GHG emissions, and thus impact local and regional air pollution. These emissions also disproportionately impact priority populations.

In Western Riverside County, where many large warehouses and distribution facilities are located, the trucks that move these goods contribute large quantities of GHG emissions. The state,

70 More information on INVEST CLEAN available at:
https://www.aqmd.gov/home/technology/implementation/investclean 170

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along with SCAG and South Coast AQMD, is addressing this challenge through various plans, programs and mandates that are supporting greater penetration of zero- and low-emission trucks in the region. Increasingly, the decarbonization of goods movement in California has been a focal point in local and regional climate action planning, but success in reducing goods movement emissions has been limited due to a lack of ZEV charging and fueling infrastructure, limited availability and affordability of new clean vehicle technologies, and the multijurisdictional nature of goods movement.

This measure serves to implement and incentivize decarbonization of goods movement activities through electrification or fuel switching of trucks and cargo-handling equipment fleets. This regional measure addresses the need to transition heavy and medium duty vehicles, as well as cargo handling equipment (i.e. top handlers, cranes, forklifts, terminal tractors, and yard trucks) from fossil fuels to electric power or hydrogen fuel. The INVEST CLEAN grant will support the deployment of hydrogen filling stations and multi-megawatt electric charging at truck stops, provide incentives for private fleet vehicle electrification, and install mechanisms to electrify cargo handling equipment. Through the decarbonization of goods movement infrastructure, the WRCOG subregion (and the MSA as a whole) can reduce GHG emissions and air pollution associated with heavy and medium duty vehicles, trains, and cargo handling, as well as provide environmental, social, and economic benefits to the community.

Table 3-37 summarizes the GHG reductions expected in the WRCOG subregion from the implementation of the INVEST CLEAN program.

Zero-Emissions Trucks Regulations
In June 2020, CARB passed its Advanced Clean Trucks (ACT) Regulation to transition trucks from diesel to electric over the next two decades. Between 2024 and 2035, the Advanced Clean Trucks Program will transition 75 percent of delivery trucks and vans, 55 percent of smaller trucks like the Ford F250, and 40 percent of the larger, semi tractors sold in the state to zero emission trucks. By 2045 every new truck sold in California will be zero- emission.

In July 2020, 15 states and Washington, D.C., signed a memorandum of understanding to work toward a goal of 100 percent of medium- and heavy-duty zero-emissions vehicle sales by 2050.

With goods movement expected to be a major component of the region’s economy for the foreseeable future, these initiatives are vital contributors to the WRCOG Subregion’s GHG reduction goals.

Local Measures
Through state regulations and regionally implemented measures, GHG emissions across WRCOG cities are expected to be reduced to approximately 7,171,291 MTCO2e annually by 2030, and 3,428,230 MTCO2e annually by 2045, as shown in Table 3-38. The additional reductions needed from local measures to achieve reduction targets consistent with those mandated by the State of 171

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California is also depicted in Table 3-38, indicating that for 2030, reductions of approximately 2,352,538 MTCO2e per year by 2030 and 2,175,354 MTCO2e per year by 2045 will be needed regionally to achieve targets derived using an absolute emissions basis, and reductions of approximately 735,676 MTCO2e per year by 2030 and 1,436,756 MTCO2e per year by 2045 will be needed to achieve targets derived using a per-capita emissions basis.

Figure 3-11 shows graphically the BAU forecast, the effect of state and regional measures, and the gap that must be filled by reductions from local measures for the WRCOG subregion to achieve state-aligned targets for 2030 and 2045.

Table 3-38
WRCOG Cities: GHG Reductions Needed from Local Measures After Accounting for State and Regional Measures (MTCO2e/yr)
2030 2045
Business-as-Usual Forecast 10,802,459 13,289,824
Reductions from State Measures -3,466,891 -9,745,903
Reductions from Regional Measures -164,277 -115,691
Remaining Emissions After State and Regional Reductions 7,171,291 3,428,230 Absolute Emissions Target 4,818,753 1,252,876
Reductions Needed from Local Measures to Achieve Absolute Targets 2,352,538 2,175,354 Efficiency Metric Target 6,435,615 1,991,474
Reductions Needed from Local Measures to Achieve Efficiency Metric Targets 735,676 1,436,756
Note: Totals may not add up due to rounding.

Figure 3-11 WRCOG Cities: Reductions Needed from Local Measures (MTCO2e)

This section describes the local measures available to WRCOG cities for reducing measures across the sectors of Energy, Transportation, Solid Waste, Water, and Agriculture, followed by estimates of reductions that can feasibly be achieved by these measures by the year 2030. Table 3-39 lists these local measures and identifies where they can be found in the existing CAPs in the 172

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WRCOG subregion, including WRCOG 2022 Subregional CAP.71 In some cases, the measures from WRCOG’s 2022 Subregional CAP have been adjusted or amended with additional actions to more fully represent the range of similar measures found in other local CAPs.

Table 3-39
Local GHG Reduction Measures – WRCOG Cities
ID CCAP Measure
Sources
(see Key below)
Energy
LE-1 Expand Local Renewable Energy Production & Storage 1,3,5,6,7 LE-2 Community Choice Energy/Green Grid Offerings 1,3,6,7 LE-3 Improve Energy Efficiency of Existing Buildings 1,3,5,6,7 LE-4 Building and Appliance Electrification 1,5,6
LE-5 Traffic & Street Light Upgrades 1,5,7
LE-6 Shade Trees 1,3,6,7
LE-7 Cool Roofs and Pavements 2,3,4,5
LE-8 Reach Codes for New Buildings – Going Beyond Title 24 5,6 Transportation
LT-1 Bicycle Infrastructure Improvements 1,3,5,6,7
LT-2 Pedestrian Infrastructure Improvements 1,3,5,6,7
LT-3 Car Share & Carpool Programs 1,5,6,7
LT-4 Parking Pricing and Limited Requirements 1,3,6
LT-5 Increased Transit Service and Frequency 1,5,6,7
LT-6 Traffic Signal Coordination and Calming Measures 1,6,7 LT-7 Increased Housing Density 1,5,6,7
LT-8 Increased Land Use Diversity 1,5,6
LT-9 Transit-Oriented Development 1,5,6,7
LT-10 Expanded ZEV Infrastructure and ZEV Purchases 1,5,6,7 LT-11 Subsidized Transit 1,6,7
LT-12 Congestion Pricing/Express Lanes 7
Solid Waste
LR-1 Zero Waste Initiatives (exceed state mandates) 1,3,6,7 Water
LW-1 Increased Recycled Water Use 1,3,5
Agriculture
LA-1 Local Agriculture & Community Gardens 1,7
KEY:
1 – WRCOG Subregional CAP (2022)
2 – City of Beaumont CAP (2015)
3 – City of Corona CAP Update (2019)
4 – City of Lake Elsinore CAP (2011)
5 – City of Moreno Valley Draft CAP (2021)
6 – City of Murrieta CAP Update (2020)
7 – City of Riverside CAP (2016)
NA – Not included in 2022 WRCOG Subregional CAP
NQ – Not quantified in 2022 WRCOG Subregional CAP

Local Measures - Energy
LE-1: Expand Local Renewable Energy Production and Storage • Increase solar PV installations on new and existing buildings in the community. • Develop renewable energy generation systems on city-owned property for use in municipal operations.
• Increase local capacity to store electricity.

71 Note that the measure identifications used for the CCAP measures match those included in the PCAP and are based on those used in the 2022 Subregional CAP, with the exception of LE-7, LE-8, and LT-12, which were not included in the 2022 Subregional CAP but can be found in some local CAPs, as noted. 173

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• Increase renewable energy production from wind, biomass, landfill gas, or hydropower projects.

Renewable energy resources—such as solar, wind, biomass, hydropower, and landfill gas— reduce GHG emissions by replacing fossil fuels. Renewables also reduce emissions of conventional air pollutants, such as sulfur dioxide, that result from fossil fuel combustion. In addition, renewable energy can create jobs and open new markets for the local economy, and can be used as a hedge against price fluctuations of fossil fuels. Local governments using renewable energy can demonstrate leadership, helping to spur additional renewable energy investments in their region.

Local governments can promote and incentivize solar installations on new and existing industrial and warehousing facilities through partnerships with energy providers (e.g. Southern California Edison) and other private sector funding sources.

This measure focuses on the installation of distributed, small-scale solar PV systems in existing buildings. PV installations on new buildings are accounted for in State Measure SE-2 (Title 24, Part 6 of the 2022 California Building Energy Efficiency Standards).

LE-2: Community Choice/Green Grid Offerings
Create or join a Community Choice Aggregation (CCA) program, offer clean electricity options (municipally owned utilities), or create a partnership with SoCal Edison’s off-site renewable energy programs (i.e., Green Rate Program), which allows building renters and owners to opt in to cleaner electricity sources.

This measure goes beyond state mandates for renewables content of grid electricity (e.g., SB 100 and SB 1020). As described in the State Measure SE-1, the Renewables Portfolio Standard (RPS) applies to investor-owned utilities (IOUs), publicly owned utilities (POUs), electricity service providers, and community choice electricity (CCE) programs. To comply with the legislation, utilities and CCE programs in California must procure a minimum of 60 percent of their retail electricity sales from qualifying renewable sources by 2030, and 100 percent by the end of 2045.

Western Community Energy, which for several years operated as the subregion's CCE program, ceased operation in 2021 and is no longer offering renewable electricity to local governments and their community members. However, Southern California Edison (SCE) customers, including those formerly served by WCE, can enroll in SCE’s Green Rate program (currently offering 50 percent and 100 percent renewable options) to ensure their electricity comes from renewable sources. Enrollment is voluntary and is done at the individual customer account level. As a conservative approach, potential reductions resulting from participation in SCE’s Green Rate program are not quantified as a regional measure.

The Cities of Banning, Moreno Valley, and Riverside have municipally-owned utilities with their own goals for renewables. Banning is served by Banning Electric Utility, a publicly owned utility (POU) that had already attained 81 percent renewables by 2022.72 Riverside Public Utility (RPU) is forecasting 65 percent renewable energy generation by 2030,73 while Mareno Valley Electric

72 City of Banning, n.d.
73 Riverside Public Utilities, n.d.
174

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Utility (MVU) aims to achieve 50 percent renewables by 2030, consistent with California’s Senate Bill 100.74
LE-3: Improve Energy Efficiency of Existing Buildings
Increase residential and business participation in available energy efficiency programs.

Southern California Edison (SCE), Southern California Gas Company (SCG), Riverside Public Utilities (RPU), Moreno Valley Electric Utility (MVU), and the Banning Electric Utility provide energy to customers in the subregion. Each utility offers a selection of rebates and other incentives to assist property owners (residential and commercial) with the installation of energy- and water-saving products. The following list provides a sample of the types of programs that are typically available:
• Benchmarking and retrocommissioning
• Direct install energy efficiency programs
• Energy audits at time of property transfer
• Energy efficiency financing and appliance rebate programs • Education and technical assistance to reduce lighting and plug loads • Low-income weatherization
• Whole house retrofit program; typically targeting older buildings Utilities and cities can provide resources, including web-based efficiency calculators, for residents and businesses to analyze their GHG emissions in comparison to their neighborhood, the city, and the region.

LE-4: Building and Appliance Electrification
Transition energy use away from fossil natural gas to clean electricity and renewable natural gas.

Natural gas is used by buildings for space heating, water heating, and cooking (particularly in commercial kitchens). The heating of buildings alone generates 20 to 30 percent of the GHG emissions in California, and the state’s long-term for reducing emissions recognizes that the use of natural gas for this purpose must be greatly reduced. This measure focuses on building electrification, but increasingly there may be opportunities for using renewable natural gas (RNG) to replace fossil natural gas. For new buildings and major renovations, cities can require or promote electrification of homes and businesses through its local building code. For existing buildings, cities can promote electrification of household appliances and heating systems through education and financial incentives. SCE offers electrification assistance programs, including their Induction Range Lending Program; their Foodservice Technology Center (FTC) for energy- efficient, electric foodservice equipment; and their appliance rebates.

74 Moreno Valley Electric Utility, 2025
175

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LE-5: Traffic and Street Light Upgrades
Replace traffic signals and street light fixtures with LEDs or other high efficiency bulbs.

Similar to many household light fixtures, traffic lights have traditionally been illuminated with inefficient incandescent bulbs. Street lights have commonly used high-pressure sodium (HPS) bulbs, which also produce light inefficiently. However, the WRCOG subregion has for a while been transitioning to newer, more efficient lighting technology, such as light-emitting diodes (LEDs), which last significantly longer than traditional incandescent or HPS bulbs, and use much less energy to perform the same task. For well over a decade, WRCOG has had a program in place to help its jurisdictions install LEDs in their traffic signals and upgrade street light fixtures to accommodate LEDs or other high-efficiency bulbs to lower municipal utility costs and reduce maintenance costs associated with bulb replacement. Many jurisdictions have participated, generally at the 75−100 percent level.

LE-6: Shade Trees
Strategically plant trees to reduce the urban heat island effect.

Planting additional trees in urban environments has a number of benefits, including lowering peak-load energy demands during the hottest months, enhancing the visual aesthetic of a community, and naturally sequestering carbon dioxide. Properly selected and located shade trees can help keep indoor temperatures low, thereby reducing air conditioner demands and utility costs. Trees can also provide shade for parking lots and other paved areas, reducing the urban heat island effect communitywide.

LE-7: Cool Roofs and Pavements
Utilize light reflecting surfaces on roofs and pavements for energy savings.

Substituting traditional roofing and pavement surfaces with light-reflective materials has the potential to diminish heat absorption, resulting in a reduction in outside air temperature which can reduce energy loads needed for cooling.

A cool roof is constructed using materials characterized by high thermal emittance and solar reflectance (albedo), aiming to deflect sunlight and associated energy away from a building.

Cool pavement, on the other hand, is crafted from materials that either reflect more solar energy, promote water evaporation, or have undergone modifications to remain cooler than traditional pavements. This can be achieved through existing paving technologies or innovative methods such as coatings, permeable paving, or grass paving. Cool pavements contribute to energy savings by reducing outside air temperature, enabling air conditioners to cool buildings with greater efficiency, and decreasing the reliance on electric street lighting during nighttime hours.

Local jurisdictions may offer incentives, such as streamlined permitting or bonus density, for new multi-family buildings and re-roofing projects that incorporate "cool" roofs, aligning with the 176

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current California Green Building Code (CALGreen) standards for commercial and industrial buildings.

LE-8: Reach Codes for New Buildings — Going Beyond Title 24 Adopt a Zero Net Energy standard or reach code with more stringent requirements than Title

24. A reach code is a local amendment to the California Building Standards Code (Title 24, part 6) that exceeds the minimum requirements for energy performance in building design and construction. Reach codes enable local jurisdictions to get ahead of state regulations and reduce GHG emissions from new buildings and major renovations faster than what would occur from state regulations alone. Reach codes can also function as an effective climate adaptation policy tool that helps communities better prepare for the impacts of climate change by reducing onsite water reuse in drought vulnerable regions, improving building efficiency standards that positively impact air quality.

Increasingly, cities like Murrieta are adopting Zero Net Energy (ZNE) standards ahead of Title 24 regulations, including high-efficiency standards for heating, ventilation, and air conditioning (HVAC) systems, higher insulation standards, and the use of energy-efficient windows with low U-values and high solar heat gain coefficients to promote natural light while minimizing heat transfer. Many cities across California are passing ZNE standards or reach codes aimed at reducing or even banning the use of natural gas and requiring the electrification of heating and cooling systems and appliances.

For the CCAP, measure LE-8 is included as a supporting measure that is not quantified for GHG emissions reductions to avoid double counting associated with Measures LE-4 (Building and Appliance Electrification)
177

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Table 3-40
WRCOG Energy Measure Implementation Considerations
Measure Ref
# Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
LE-1 Expand Local
Renewable
Energy
Production &
Storage
Banning, Beaumont,
Calimesa, Canyon Lake,
Corona, Eastvale,
Jurupa Valley, Lake
Elsinore, Menifee,
Murrieta, Norco, Perris,
Riverside, San Jacinto,
Temecula, Wildomar,
County of Riverside,
Authority over building permits for new development
and where grant funding or partnership with utilities
is identified can implement incentives.

Where grant funding or partnership with utilities is
identified can implement incentives
SCE Programs
Commercial solar
firms
CEF
EoAP
LIWP
Low Net Benefit Priority 2:
• Draft in 2027
• Adopt in 2028
LE-2 Community
Choice
Energy/Green
Grid Offerings
Banning, Beaumont,
Calimesa, Canyon Lake,
Corona, Eastvale,
Jurupa Valley, Lake
Elsinore, Menifee,
Murrieta, Norco, Perris,
Riverside, San Jacinto,
Temecula, Wildomar,
County of Riverside,
Under California’s Community Choice Aggregation
law (AB 117, 2002), cities and counties can form or
join a Community Choice Energy (CCE) program.

Once a jurisdiction joins a CCE, residents and
businesses are automatically enrolled in the program
by default, unless they choose to opt out. The local
government must hold public hearings, adopt an
ordinance or resolution authorizing participation, and
notify customers in advance and provide opt-out
options.

CalChoice is a Joint
Powers Authority
(JPA) that helps
cities form and
operate CCAs:
https://cal-
cca.org/about/
Low (utility
offerings) to
High (CCE)
Net Benefit Priority 2:
• Draft in 2027
Adopt in 2028
LE-3 Improve Energy
Efficiency of
Existing
Buildings
Banning, Beaumont,
Calimesa, Canyon Lake,
Corona, Eastvale,
Jurupa Valley, Lake
Elsinore, Menifee,
Moreno Valley,
Murrieta, Norco, Perris,
Riverside, San Jacinto,
Temecula, Wildomar,
County of Riverside,
Cities can promote and encourage retrofits and
appliance upgrades working with utilities and where
grant funding is identified can implement incentives.

Cities can promote and encourage smart thermostats
working with utilities and where grant funding is
identified can implement incentives.

Where grant funding or partnership with utilities is
identified can implement incentives
SCE incentives
EECBG
EECBD
Medium Net Benefit Priority 1:
• Draft in 2026
• Adopt in 2027
LE-4 Building and
Appliance
Electrification
Banning, Beaumont,
Calimesa, Canyon Lake,
Eastvale, Jurupa Valley,
Lake Elsinore, Menifee,
Moreno Valley,
Murrieta, Norco, Perris,
San Jacinto, Temecula,
Wildomar, County of
Riverside,
Authority over building permits for new development
and where grant funding or partnership with utilities
is identified can implement incentives.

Cities can promote and encourage appliance upgrades
working with utilities and where grant funding is
identified can implement incentives.

CMAQP
EECBG

SCE & SCG
Incentives
EBDP
Low
(appliances)
to High
(buildings)
<$200 per MTCO2e
(appliances)f
> $1,000 per MTCO2e
(buildings)f
Priority 2:
• Draft in 2027
• Adopt in 2028
178

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Table 3-40
WRCOG Energy Measure Implementation Considerations
Measure Ref
# Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
LE-5 Traffic & Street
Light Upgrades
Banning, Beaumont,
Calimesa, Canyon Lake,
Eastvale, Jurupa Valley,
Lake Elsinore, Menifee,
Moreno Valley, Norco,
Perris, Riverside, San
Jacinto, Temecula,
Wildomar, County of
Riverside,
Local governments have the authority to implement
traffic and street light upgrades, with responsibility
shared among public agencies and city departments,
depending on jurisdiction and infrastructure
ownership. Typically, Public Works or Traffic
Engineering departments are responsible for traffic
and street lighting within city limits; In City of
Riverside, RPU owns and operates the street lighting
system.

CEC
WRCOG
Low $201 - $999 per
MTCO2e f

Priority 2:
• Draft in 2027
• Adopt in 2028
LE-6 Shade Trees Banning, Beaumont,
Calimesa, Canyon Lake,
Corona, Eastvale,
Jurupa Valley, Lake
Elsinore, Menifee,
Murrieta, Norco, Perris,
Riverside, San Jacinto,
Temecula, Wildomar,
County of Riverside,
Local jurisdictions have authority over plans and
policies that support urban forestry. They also have
authority over municipal codes or development
standards that can encourage tree planting in
new/existing developments.

CalFire Urban and
Community
Forestry Grant
Program
Medium $201 - $999 per
MTCO2e f

Priority 2:
• Draft in 2027
• Adopt in 2028
LE-7 Cool Roofs and
Pavements
Beaumont, Corona,
Lake Elsinore, Moreno
Valley, County of
Riverside
Authority over building permits for new development
and where grant funding or partnership with utilities
is identified can implement incentives for
existing/new development.

SCE incentives
EBDP
Medium Net Benefit Priority 2:
• Draft in 2027
• Adopt in 2028
LE-8 Reach Codes for
New Buildings –
Going Beyond
Title 24
Moreno Valley,
Murrieta
Local jurisdictions can adopt reach codes, including
zero net energy (ZNE) standards ahead of revisions to
Title 24 regulations. Many cities across California
have passed or they are considering standards that
effectively eliminate the use of natural gas in new
buildings or require the electrification of heating and cooling systems and appliances.

CEC High $201 - $999 per
MTCO2e e

Priority 1:
• Draft in 2026
• Adopt in 2027
Notes:
a. CAPCOA Handbook, 2024
b. City of Coronado CAP, 2022
c. Sacramento County CAP, 2024
d. ⁠San Bernardino County Regional GHG Reduction Plan Update, 2022 e. San Diego County CAP, 2024
f. Derived from multiple sources
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 179

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Local Measures - Transportation
LT-1: Bicycle Infrastructure Improvements
Expand on-street and off-street bicycle infrastructure, including bicycle lanes and bicycle trails.

By providing more bicycle lanes and better connections between existing bicycle lanes, participating jurisdictions can increase the viability of bicycling as an emission-free commute option. Several WRCOG jurisdictions have adopted or are preparing bicycle master plans, active transportation plans, or safe routes to school plans that incorporate these elements, as well as bike share programs and the expansion of supporting facilities such as bike parking and end of trip facilities such as showers, changing rooms, and lockers. Implementing these plans will increase alternative transportation options in the subregion and can reduce vehicle miles traveled and congestion for vehicles. Community health benefits from increased bicycling include improved air quality and exercise.

LT-2: Pedestrian Infrastructure Improvements
Expand and improve pedestrian infrastructure, including sidewalks, crosswalks, and pedestrian signals, through implementation of an Active Transportation Plan, Safe Routes to School Plan and/or similar plan.

As with bicycle infrastructure, developing pedestrian-oriented plans will provide the template for high-quality pedestrian infrastructure to local jurisdictions. The planning process will allow jurisdictions to refine improvements to meet the needs and address the context of their communities, and should incorporate best practices for bike facility design, identify the location and prioritization of improvements, discuss funding sources.

Through implementation of the plans, construct sidewalks, crosswalks, curb ramps, pedestrian signals, or pedestrian crossings, and create pedestrian only spaces within public areas.

LT-3: Car Share and Carpool Programs
Provide access to car-share and carpool programs to reduce dependence on single-occupancy vehicles.

Access to car share and carpool programs provides an alternative to owning a vehicle or driving a single-occupancy vehicle for some trip purposes. This measure can be particularly effective on college, hospital, or large office campuses and complements transit-oriented development.

Programs for as-needed shared vehicle sharing and carpool programs can be provided by private institutions or companies as a service to employees, residents, or students.

LT-4: Parking Pricing and Limited Requirements
Price public parking in central business districts/employments centers/retail centers; Amend zoning codes to reduce requirements for vehicle parking in new development projects. 180

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Limiting parking requirements for new development in certain areas may encourage alternative individual transportation choices, but caution should be taken to minimize the resulting incentive to travel to more distant locations with plenty of parking. This can be accomplished by:
• Eliminating (or reducing) minimum parking requirements; • Creating maximum parking requirements; and
• Implementing shared parking.

Limiting parking requirements would encourage modes of transportation other than single- occupancy vehicles, thereby reducing VMT and GHG emissions. If these alternative transportation modes include walking and biking, mobility and health benefits can also be realized.

LT-5: Increased Transit Service and Frequency
Collaborate with regional transit providers to increase transit service and frequency provided in the subregion.

Collaborate with local and regional transit providers to increase volume and frequency of transit service in the subregion, including more implementation of bus rapid transit (BRT). Local jurisdictions should coordinate with the local and regional transit providers during major planning efforts and project approvals and should provide and condition local infrastructure such as bus pull-outs where appropriate. Cities can also encourage the use of transit by providing or improving bus shelters, and by providing real time schedules that make it easier and more efficient for riders to use transit services.

LT-6: Traffic Signal Coordination and Calming Measures
Incorporate technology to synchronize and coordinate traffic signals along local arterials.

Implement traffic calming measures that slow vehicle speeds and increase safety for cyclists and pedestrians.

The Institute of Transportation Engineers defines traffic calming as the combination of measures that reduce the negative effects of motor vehicle use, alter driver behavior, and improve conditions for non-motorized street users. Traffic calming consists of physical design and other measures put in place on existing roads to reduce vehicle speeds and improve safety for pedestrians and cyclists. Examples include vertical deflections (speed humps, speed tables, and raised intersections), horizontal shifts, roadway narrowing, and median barriers to reduce cut- through traffic. Traffic calming measures can be implemented at an intersection, street, neighborhood, or area-wide level.

LT-7: Increased Housing Density
Increase the density of planned housing units within the city. 181

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The addition of housing generally results in a net increase in vehicle trips and total transportation emissions for a city. To help attenuate this increase, planners should focus on providing higher density and infill housing in VMT-efficient locations, such as mixed-use specific plan areas, downtowns, and high-quality transit areas in order to reduce daily household VMT. Most participating jurisdictions have identified portions of their communities where future higher- density development is desirable. This measure complements local measures LT-8 and LT-9 that promote land use diversity and transit-oriented development.

LT-8: Increased Land Use Diversity
Provide for a variety of development types and uses.

For the WRCOG subregion, mixed-use development is classified as having at least three of the following features either on-site or within 0.25 miles:
• Residential development
• Retail development
• Park
• Open space
• Office
With new multi-family residential and mixed-use developments, the need for external vehicle trips can be reduced by providing useful services/facilities on-site such as ATMs, vehicle fueling and recharging stations, electric vehicle infrastructure, and shopping venues.

LT-9: Transit-Oriented Development
Place new developments in close proximity to transit services.

Place new residential or commercial developments in close proximity to high-quality transit services and provide design features that support active transportation and facilitate first- 182

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mile/last-mile solutions. High-quality transit would be defined as a Metrolink station or a fixed- route bus with headways of 15 minutes or less during peak commute hours.

LT-10: Expanded ZEV Infrastructure and ZEV Purchases
Accelerate the transition to Zero Emission Vehicles (ZEVs).

Zero-emissions vehicles (ZEVs) include plug-in battery vehicles (PEVs) and hydrogen fuel cell vehicles (FCEVs). The availability of new vehicle models, improved battery storage, and increased availability of vehicle charging infrastructure, coupled with incentives such as carpool lane access stickers, tax credits, and state and air district rebates have contributed to an expanding market for ZEVs.

California leads the nation in transitioning to ZEVs, accounting for nearly half of the nation’s sales in recent years. The state’s strong policy framework, combined with availability of rebates, new vehicle models, improved battery storage, and increased availability of vehicle charging infrastructure, have pushed the total ZEV population (including plug-in hybrids) approximately 5 percent of all vehicles on the road as of 2023, according to the California Energy Commission.75 The ZEV transition is expected to accelerate, bolstered by recent legislation (e.g., Advanced Clean Cars II) and Governor Newsom’s Executive Order N-79-20 to halt all sales of fossil fueled vehicles by 2035. Regional plans and policies, such as SCAG’s regional plug-in electric vehicle (PEV) readiness plan and WRCOG’s subregional plan for PEV readiness will promote improved battery storage. Meanwhile, ZEVs are becoming more affordable and desirable to consumers. The emergence of companies like Tesla are pushing the boundaries of innovation, and some of the largest vehicle manufacturers, including General Motors, Volvo, and Ford, have announced commitments to stop selling fossil fueled vehicles in the coming years.

The Western Riverside County Clean Cities Coalition works with vehicle fleets, fuel providers, community leaders, and other stakeholders to promote advanced vehicle technologies in transportation and to develop the tools and infrastructure needed to expand the use of ZEVs. The Coalition is part of the national Clean Cities network, administered by the U.S. Department of Energy. According to data collected by the Coalition and the California Energy Commission (CEC), the uptake of ZEVs in Riverside County exceeds the statewide average.

This measure supports the expansion of zero emission vehicles (ZEVs) through local fleet vehicle transitions and expansion of supporting publicly accessible infrastructure, including EV charging and hydrogen refueling stations. Potential implementing actions include:
• Adopt an ordinance requiring EV charging stations for new development. • Provide publicly accessible charging stations and other support for ZEVs. • Streamline the permitting process for charging and fueling stations. • Provide designated or preferential parking for ZEVs.
• Accelerate the purchase of ZEVs to replace fossil-fueled fleet vehicles in government fleets.

75 CEC, 2021
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• Adopt a comprehensive neighborhood program to accommodate off-street paths and on- street facilities of designated space for Neighborhood Electric Vehicles (NEVs) and supporting infrastructure.
• Develop ZEV guidebooks and best practices manuals for local agencies to improve awareness and knowledge.
• Provide and maintain online EV and hydrogen fuel station locator maps to the public.

LT-11: Subsidized Transit
Decrease the cost of transit by providing subsidies.

Increase access to transit by providing free or discounted passes to residents, employees, and/or students. Free or discounted transit passes could be provided by private institutions or companies as a service to its employees, residents, or students. Reducing the cost of transit promotes transit ridership as an alternative to single-occupancy vehicles, thereby reducing VMT and GHG emissions.

Within Western Riverside County, the typical approach has been to provide reduced cost transit passes such as those provided by UC Riverside and other universities. This approach is generally targeted at groups such as students or seniors who may lack access to vehicles.

The Inland Empire Commuter program, which consists of RCTC and SBCTA’s Vanpool Programs provides services at no-cost to eligible Riverside County and San Bernardino County employers and commuters. IE Commuter helps employers set up customized rideshare programs for their employees and assists commuters by providing incentives for ridesharing.

LT-12: Congestion Pricing/Express Lanes
Add express lanes along major freeways in Western Riverside County.

According to the City of Riverside CAP (2016), SCAG’s analysis of critical corridors in the Inland Empire region found inter-county vehicle trips account for over 50 percent of all trips.

Throughout the region, ongoing congestion issues—and therefore increased idle time and GHG emissions—have led to SCAG proposing increasing the network of express lanes that connect counties, including Riverside County. Extension of express lanes along State Route-91 (SR-91) and Interstate-15 (I-15) have recently become operational, reducing the travel time for those commuting into the City of Riverside from areas west of the City such as Corona and locations in Orange County. The City of Riverside CAP accounted for GHG reductions from these express lane expansions as well as a new I-15 Toll express lane from State Route-60 (SR-60) to Cajalco Road.

Congestion pricing has been examined by SCAG through its Express Travel Choices Study.

Pricing mechanisms may include toll lanes/roads or mileage-based user fees, which discourage automobile traveling by increasing travel costs. Currently an expansion of the toll lanes on SR-91 is planned to continue these toll lanes through Corona and into Riverside.

The effectiveness of congestion pricing reflects the regional share of VMT reduction associated with this strategy, in addition to local actions. This approach accounts for the high degree of out- 184

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commuting that currently occurs in Western Riverside County as residents travel to jobs in Los Angeles, San Bernardino, and Orange Counties.
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Table 3-41
WRCOG Transportation Measure Implementation Considerations Measure Ref Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
LT-1 Bicycle
Infrastructure
Improvements
Banning, Beaumont,
Calimesa, Canyon Lake,
Corona, Eastvale,
Jurupa Valley, Lake
Elsinore, Menifee,
Moreno Valley,
Murrieta, Norco, Perris,
Riverside, San Jacinto,
Temecula, Wildomar,
County of Riverside,
Local governments in California have authority over
land use. Planning Departments play a key role in
aligning infrastructure improvements with broader
land use and climate goals, and in developing
municipal codes, pilot programs, and permitting
processes that may be needed for implementation;
City Planning, Public Works, and Transportation
Departments. Public Works Departments often lead
the design and construction of bicycle lanes and
micromobility infrastructure (like e-scooter parking
zones), and related street improvements;
Transportation Departments (or divisions within
Public Works) are responsible for planning and
managing mobility systems, including bike lanes,
traffic calming, and micromobility integration.

Federal:
• US DOT
State:
• Caltrans
• CalSTA

Regional

SBCTA, CVAG,
WRCOG
Medium $201 to $999 per
MTCO2e e
Priority 2:
• Draft in 2027
• Adopt in 2028
LT-2 Pedestrian
Infrastructure
Improvements
Banning, Beaumont,
Calimesa, Canyon Lake,
Corona, Eastvale,
Jurupa Valley, Lake
Elsinore, Menifee,
Moreno Valley,
Murrieta, Norco, Perris,
Riverside, San Jacinto,
Temecula, Wildomar,
County of Riverside,
Local governments in California have authority over
land use. Planning Departments play a key role in
aligning infrastructure improvements with broader
land use and climate goals, and in developing
municipal codes, pilot programs, and permitting
processes that may be needed for implementation;
Public Works Departments often lead the design and
construction of pedestrian corridors and related street improvements; Transportation Departments (or
divisions within Public Works) are responsible for
planning and managing active transportation systems,
including sidewalks and pathways, traffic calming,
and other safety measures.

Federal:
• US DOT
State:
• Caltrans
• CalSTA
Regional

SBCTA, CVAG,
WRCOG
Medium $201 to $999 per
MTCO2e e
Priority 2:
• Draft in 2027
• Adopt in 2028
LT-3 Car Share &
Carpool
Programs
Banning, Beaumont,
Calimesa, Canyon Lake,
Eastvale, Jurupa Valley,
Lake Elsinore, Menifee,
Murrieta, Norco, Perris,
Riverside, San Jacinto,
Temecula, Wildomar,
County of Riverside,
City Public Works or Transportation Departments
typically lead TDM efforts, which include carpool
and car share programs. Responsibilities can range
from managing parking supply and prioritizing
carpool and clean vehicle spaces, implementing
ordinances that incentivize developers to include car
share vehicles and memberships in new
developments, and supporting pilot programs for
carsharing in multifamily housing.
76 State:
• CalTrans
Regional
• SBCTA,
CVAG,
WRCOG

Low $201 to $999 per
MTCO2e b
Priority 1:
• Draft in 2026
• Adopt in 2027
LT-4 Parking Pricing
and Limited
Requirements
Banning, Beaumont,
Calimesa, Canyon Lake,
Corona, Eastvale,
Jurupa Valley, Lake
Elsinore, Menifee,
Murrieta, Norco, Perris,
City Planning Departments lead the development and
enforcement of zoning codes and parking
requirements. They can set maximum parking limits
for new developments, require unbundled parking
(separating parking costs from rent), and implement
parking cash-out programs and Transportation
Regional
• SBCTA,
CVAG,
WRCOG

High $201 to $999 per
MTCO2e f
Priority 2:
• Draft in 2027
• Adopt in 2028
186

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76 Trip Reduction & TDM | Cool California
77 How RCTC Funds and Plans Local Transit Improvement - RCTC Table 3-41
WRCOG Transportation Measure Implementation Considerations Measure Ref Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
San Jacinto, Temecula,
Wildomar, County of
Riverside
Demand Management (TDM) policies. City Public
Works or Transportation Departments typically
manage parking infrastructure, including meters, curb
space, and permit programs.

LT-5 Increased Transit
Service and
Frequency
Banning, Beaumont,
Calimesa, Canyon Lake,
Eastvale, Jurupa Valley,
Lake Elsinore, Menifee,
Murrieta, Norco, Perris,
Riverside, San Jacinto,
Temecula, Wildomar,
County of Riverside,
Generally, the authority to increase transit service and frequency is shared among local city departments,
local and regional transit services, regional
transportation authorities, and state-level agencies.

In Western Riverside County, Riverside Transit
Agency
(RTA) develops Short Range Transit Plans
(SRTPs) to guide service improvements and
expansions. It also operates regional transit
services and coordinates with municipal transit
systems in cities like Corona, Beaumont, Banning,
and Riverside.

The Riverside County Transportation Commission
(RCTC) manages funding, planning, and
coordination across agencies and jurisdictions. RCTC
manages Measure A funds and SB 1 allocations.
77 Federal:
• US DOT
• IIJA
State:
• CARB
• CalTrans
• CalSTA

High Ranges from net
benefit to >$1000 per
MTCO2ea
Priority 1:
• Draft in 2026
• Adopt in 2027
LT-6 Traffic Signal
Coordination and
Calming
Measures
Banning, Beaumont,
Calimesa, Canyon Lake,
Eastvale, Jurupa Valley,
Lake Elsinore, Menifee,
Murrieta, Norco, Perris,
Riverside San Jacinto,
Temecula, Wildomar
Implementation is shared among local city
departments, Riverside County Transportation
Commission (RCTC), and Caltrans depending on
jurisdiction and roadway ownership.

Federal:
• US DOT
State:
• CalTrans
Medium $201 to $999 per
MTCO2e f
Priority 2:
• Draft in 2027
• Adopt in 2028
LT-7 Increased
Housing Density

Banning, Beaumont,
Calimesa, Canyon Lake,
Eastvale, Jurupa Valley,
Lake Elsinore, Menifee,
Murrieta, Norco, Perris,
Riverside, San Jacinto,
Temecula, Wildomar,
County of Riverside
City Planning Departments are the lead agencies for
zoning changes, land use amendments, and housing
element updates. They have the authority to amend
zoning codes to allow higher density, streamline
permitting processes, implement nonfinancial
incentives like density bonuses and reduced parking
requirements. They can also steer development
through specific plan updates and General Plan
Federal:
• HUD
State:
• SCG
High Ranges from net
benefit to >$1000 per
MTCO2ef

Priority 1:
• Draft in 2026
• Adopt in 2027
187

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Table 3-41
WRCOG Transportation Measure Implementation Considerations Measure Ref Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
amendments. At the state level, California
Department of Housing and Community
Development (HCD) oversees compliance with
housing element law and RHNA (Regional Housing
Needs Allocation) requirements. HCD enforces
housing laws and can revoke housing element
certification if jurisdictions fail to comply. HCD also administers funding programs like the Infill
Infrastructure Grant Program and Affordable Housing
and Sustainable Communities Program.

Regional Councils of Government (COGs) help
allocate RHNA targets and coordinate regional
planning efforts.

COGs work with HCD to ensure housing elements
reflect regional needs and climate goals.

LT-8 Increased Land
Use Diversity
Banning, Beaumont,
Calimesa, Canyon Lake,
Eastvale, Jurupa Valley,
Lake Elsinore, Menifee,
Moreno Valley,
Murrieta, Norco, Perris,
San Jacinto, Temecula,
Wildomar
Local government planning departments have the
authority to:
• update General Plans and Specific Plans to allow
mixed-use development;
• amend zoning codes to permit a broader range of
uses in targeted area;
• streamline permitting processes for infill and
mixed-use projects;
• offer nonfinancial incentives like reduced parking
requirements or expedited review
Most land-use changes in California are subject to
public input and CEQA review but can be
streamlined for some infill and mixed-use projects
under certain conditions development projects. They
must also be approved or adopted by City Councils
and Boards of Supervisors.

Federal:
• HUD
State:
• SCG
• HCD

High >$1000 per MTCO2e f

Priority 2:
• Draft in 2027
• Adopt in 2028
LT-9 Transit-Oriented
Development
Banning, Beaumont,
Calimesa, Canyon Lake,
Eastvale, Jurupa Valley,
Lake Elsinore, Menifee,
Murrieta, Norco, Perris,
Riverside, San Jacinto,
Temecula, Wildomar,
County of Riverside
Similar to increasing Land Use Diversity, Local
government planning departments have the authority
to:
• amend General Plans, Specific Plans, and Zoning
Codes to allow TOD.
• define high-quality transit areas
• streamline permitting and offer nonfinancial
incentives to developers
Federal:
• HUD
State:
• SCG
• HCD
• Caltrans

High Ranges from net
benefit to >$1000 per
MTCO2e a

Priority 1:
• Draft in 2026
• Adopt in 2027
188

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78 https://www.energy.ca.gov/programs-and-topics/programs/clean-transportation-program 79 https://calevip.org/about-calevip
Table 3-41
WRCOG Transportation Measure Implementation Considerations Measure Ref Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
• require TOD-supportive design features like
pedestrian access, bike infrastructure, and
reduced parking
Most land-use changes in California are subject to
public input and CEQA review but can be
streamlined for some infill and mixed-use projects
under certain conditions development projects. They
must also be approved or adopted by City Councils
and Boards of Supervisors.

LT-10 Expanded ZEV
Infrastructure
and ZEV
Purchases

Banning, Beaumont,
Calimesa, Canyon Lake,
Eastvale, Jurupa Valley,
Lake Elsinore, Menifee,
Murrieta, Norco, Perris,
Riverside, San Jacinto,
Temecula, Wildomar,
County of Riverside
The authority to expand publicly accessible EV
charging infrastructure—including ordinances,
permitting, and incentives—rests with a combination
of local departments, state agencies, and utility
partnerships. Within local governments, Planning
Departments can adopt ordinances requiring EV
infrastructure in new developments and designate
zoning for EV-friendly uses; Building and Safety
Departments are typically responsible for issuing
permits and conducting inspections for EV charging
installations; and Public Works or Transportation
Departments many manage public right-of-way
installations, parking designations, and fleet
electrification. The authority to transition city owned and managed fleets rests withing the local
government itself.

AB 1236 (2015) and AB 970 (2021) require all
California cities and counties to adopt streamlined
permitting ordinances for EV charging stations.

Federal
• NEVI program
State:
• SCE
• CARB
• CEC’s Clean
Transportation
Program
78 • CEC’s
CALeVIP
79 Regional
• IREN/Clean
Cities
Medium Ranges from net
benefit to >$1000 per
MTCO2e, depending
on project a
Priority 1:
• Draft in 2026
• Adopt in 2027
LT-11 Subsidized
Transit
Banning, Beaumont,
Calimesa, Canyon Lake,
Eastvale, Jurupa Valley,
Lake Elsinore, Menifee,
Murrieta, Norco, Perris,
Riverside, San Jacinto,
Temecula, Wildomar
The authority to implement subsidized transit is wide-
ranging, and includes local governments, private
businesses, public transit agencies, educational
institutions, and community organizations.

The Inland Empire Commuter program, which
consists of RCTC and SBCTA’s Vanpool Programs
provides services at no-cost to eligible Riverside
Federal:
• DOT
State:
• CalTrans
Regional
Low >$1000 per MTCO2e a

Priority 1:
• Draft in 2026
• Adopt in 2027
189

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80 https://riversideexpress.com/about
Table 3-41
WRCOG Transportation Measure Implementation Considerations Measure Ref Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
County and San Bernardino County employers and
commuters. IE Commuter helps employers set up
customized rideshare programs for their employees
and assists commuters by providing incentives for
ridesharing.
• SBCTA,
CVAG,
WRCOG
LT-12 Congestion
Pricing/Express
Lanes
City of Riverside Riverside County Transportation Commission (RCTC), the Congestion Management Agency for
Riverside County, has the authority to implement
congestion pricing and highway express lanes. RCTC
operates the Riverside Express program, which
includes express lanes that use dynamic congestion
pricing to manage traffic flow and generate revenue
for corridor improvements Caltrans collaborates with
RCTC on express lane development and ensures
compliance with CEQA and NEPA.
80 Federal:
• DOT
State:
• CalTrans
• CalSTA
High $201 to $999 per
MTCO2e f
Priority 2:
• Draft in 2027
• Adopt in 2028
Notes:
a. CAPCOA Handbook, 2024
b. City of Coronado CAP, 2022
c. Sacramento County CAP, 2024
d. ⁠San Bernardino County Regional GHG Reduction Plan Update, 2022 e. San Diego County CAP, 2024
f. Derived from multiple sources
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 190

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Supporting Measures for Solid Waste, Water, and Agriculture (Not Quantified)
Although considered important in supporting statewide actions, local measures for reducing GHG emissions from the Solid Waste, Water, and Agriculture sectors are not quantified for local implementation in the CCAP. This is because reductions for these sectors have been fully accounted for as state measures using implementation assumptions that are not likely to be exceeded at the local level. For example, state measure SR-1 (State Recycling and Waste Diversion Mandates) assumes that 75 percent of solid waste will be diverted from landfills statewide by 2030, and 90 percent of solid waste statewide will be diverted by 2045. These assumptions are in line with state policy, but chances are low that local jurisdictions would exceed these goals. Accordingly, no additional reductions are assumed for the following local measures that are intended to support the state in achieving its mandates and goals.

LS-1: Zero Waste Initiatives
Exceed the state’s mandates and strive for zero waste.

Potential actions for implementing this measure include:
• Expand or improve existing recycling and composting facilities. • Enact local regulations and incentives to reduce total waste disposed of by residents, businesses, and institutions.
• Create a local food recovery program.
• Expand markets for material reuse.
• Expand community outreach and education on zero waste strategies.

Approximately 5 percent of the WRCOG subregion’s 2017 emissions inventory is attributable to the landfilling of solid waste, where the organic fraction of the waste decomposes into methane, a powerful GHG. As noted in State Measure SW-1, it is important to divert organics from landfills to avoid the production of methane, but diverting other materials from landfills through recycling programs is also beneficial in that it reduces the life cycle emissions associated with the harvesting of virgin materials. And products that are repaired or reused, or designed to last longer, avoid the emissions associated with the manufacturing of new products.

Zero Waste is a set of principles focused on waste prevention that encourages the redesign of resource life cycles to maximize material recycling and product reuse. While recognizing that zero waste in a literal sense is not practically achievable, some cities across the country have demonstrated that the key zero waste principles of reduce, reuse, and recycle can be put to maximum effect to achieve diversion rates of 80 to 90 percent, which goes beyond the State of California’s 75 percent diversion mandate for municipal solid waste (GHG reductions associated with this mandate are accounted for under State Measure SR-1). Many cities throughout California have in place ordinances to achieve diversion rates of 90 percent or more, and “zero waste” plans in place to achieve those targets. Such plans typically include strategies to expand or improve existing recycling and composting facilities; various regulations and incentives to reduce total waste disposed by residents, businesses, and institutions; programs to educate the public on 191

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zero waste strategies; and policies regarding manufacturer product stewardship and markets for material reuse.

LW-1: Increase Recycled Water Use
Expand the available water supply through water recycling and reuse infrastructure.

Cities can help improve water recycling and reuse infrastructure by expanding purple pipe networks, and they can help conserve the water supply by upgrading water infrastructure and conveyance systems to minimize leaks and prevent waste.

Cities can support the use of graywater and rainwater catchment systems by streamlining the permitting process, offering rebates and incentives for installation of these systems, and providing information at the permitting counter for developers, business owners, and homeowners.

Rainwater catchment systems collect runoff from roofs or other non-permeable surfaces, which is then redirected to a cistern or containment mechanism. Rainwater gardens may also be constructed that direct rainwater into a deep pit or larger reservoir with percolation, or it can be collected from dew or fog with nets or other tools. Rainwater can then be used for gardens, livestock, irrigation, or domestic use with proper treatment, and indoor heating for houses.

Easter Municipal Water District (EMWD) offers rebates for rain barrels and cisterns, through its partnerships with Metropolitan Water District (MWD) and the SoCal Water$mart program.

Note that actions to increase water conservation are covered by State Measure SW-1 (Water Conservation Mandates), which accounts for GHG reductions expected from the implementation of California Assembly Bill 1668 and Senate Bill 606, which require urban and agricultural water suppliers to enact new urban efficiency standards for indoor use, outdoor use, and water lost to leaks.

LA-1: Local Agriculture & Community Gardens
Support local farms, community gardens, and sustainable food production.

This measure supports local farms, community gardens, and sustainable food production. Our diets and the decisions we make as individual consumers about the food we purchase have a big impact on our “carbon footprint.” Globally, approximately one third of GHG emissions result from the food system, when accounting for importation, refrigeration, deforestation, and other food system processes. Although a community GHG inventory does not directly account for emissions from agricultural activities occurring outside the City, choosing more sustainably produced food yields benefits for individuals and the community at large. Eating locally produced fresh food, and choosing vegetarian options, has the dual benefit of lowering GHG emissions associated with food production while improving community health. 192

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Growing food locally and distributing it through local channels like farmers’ markets, rather than importing it from distant lands, can reduce emissions because less fuel is required for transporting food to the consumer. Local food production also has the co-benefits of creating local jobs and enhancing resilience, and can improve health if sustainable organic farming and production methods are used. But more influential to the carbon footprint of food is what we eat and when we eat it – for example, eating seasonal vegetables vs. meat. Certain foods require more energy and fossil fuel inputs than others, making it possible to reduce emissions by choosing foods that have a lower GHG intensity.

Recent studies indicate that transitioning toward more plant-based diets that are in line with standard dietary guidelines could reduce global GHG emissions by up to 70 percent by 2050.

Also important is how food is farmed and produced. Factors related to meat and dairy production include the energy inputs involved in rearing farm animals and the methane output from those animals. Factors related to fruit, vegetable and grain farming include the use of nitrogen-based fertilizers, soil tilling techniques, and the energy used for water pumping and irrigation. Organic farming generally produces foods with a lower carbon footprint than conventional farming but also tends to use more land per kilogram of food produced. Due to all of these factors it is a complex endeavor to accurately estimate the GHG emissions associated with the foods we consume.

For the CCAP, measure LA-1 is included as a supporting measure that is not quantified for GHG emissions reductions due to the factors mentioned above as well as the limited acreage available for local agriculture and community gardens within city boundaries and the resulting small impact that the measure has in affecting direct GHG emissions. 193

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Table 3-42
Solid Waste, Water, and Local Agriculture Measure Implementation Considerations Measure Ref
# Measure Title Implementation
Agencies Authority to Implement Potential Funding Staff Effort Cost-effectiveness
Range ($ per
MTCO2e)
Implementation
Milestones
LS-1 Zero Waste
Initiatives
Banning, Beaumont,
Calimesa, Canyon
Lake, Corona,
Eastvale, Jurupa
Valley, Lake
Elsinore, Menifee,
Murrieta, Norco,
Perris, San Jacinto,
Riverside, Temecula,
Wildomar
City, county, or special districts that provide solid
waste collection services have authority to implement
waste diversion programs and organic waste
collection services, including the procurement of
waste management services, and collection systems
that best suit the community. Local jurisdictions may
implement ordinances to encourage responsible
construction and demolition waste practices, and can
also educate residents and businesses about waste
reduction and recycling
State:
• CalRecycle
Medium N/A – GHG reduction
not quantified
Priority 2:
• Draft in 2027
• Adopt in 2028
LW-1 Increased Recycled
Water Use
Banning, Beaumont,
Calimesa, Canyon
Lake, Corona,
Eastvale, Jurupa
Valley, Lake
Elsinore, Menifee,
Moreno Valley,
Norco, Perris, San
Jacinto, Temecula,
Wildomar
Where grant funding or partnership with utilities is
identified can implement incentives to increase
recycled water use both by consumers and water
purveyors.

Regional:
• SBCTA,
CVAG,
WRCOG
• SoCalREN
Medium N/A – GHG reduction
not quantified

Priority 2:
• Draft in 2027
• Adopt in 2028
LA-1 Local Agriculture &
Community
Gardens
Banning, Beaumont,
Calimesa, Canyon
Lake, Eastvale,
Jurupa Valley, Lake
Elsinore, Menifee,
Norco, Perris,
Riverside, San
Jacinto, Temecula
Wildomar
Under AB 551, also known as the Urban Agriculture
Incentive Zones Act, cities and counties can provide
tax relief to landowners who agree to use vacant land
for small-scale agricultural production.

State:
• CFDA
Medium N/A – GHG reduction
not quantified
Priority 2:
• Draft in 2027
• Adopt in 2028
Potential Funding:

See Appendix D for a full list of acronyms and funding programs. 194

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Accounting for Local Measures
Additional reductions are needed from local measures in WRCOG cities to achieve reduction targets consistent with those mandated by the State of California. As described earlier (Table 3-38) when considering targets based on absolute reductions, the gap that must be closed by local measures is approximately 2,352,538 MTCO2e per year by 2030 and 2,175,354 MTCO2e per year by 2045. When considering efficiency targets, local measures will need to contribute approximately 735,676 MTCO2e per year by 2030 and 1,436,756 MTCO2e per year by 2045.

The following sections describe how these targets can be achieved by evaluating what can feasibly be accomplished through implementation of local measures by 2030 and 2045. For 2030, the analysis is presented from two perspectives: 1) the WRCOG subregion as a whole; and 2) on a city-by-city basis for the 18 member cities of WRCOG, which accounts for the climate action planning that each city has previously completed and assesses what may have to be adjusted to meet the targets.

Meeting GHG Reduction Targets
2030 Subregional Assessment
For the CCAP, quantitative modeling was completed to determine the GHG emissions reductions needed from local measures in the WRCOG subregion to achieve a state-aligned target for 2030.

Although all of the local measures described in the previous section can reduce emissions, they range widely in terms of cost-effectiveness and feasibility of implementation, particularly in the near term. Accordingly, the assessment for 2030 focuses on a smaller set of measures that can feasibility be implemented by the year 2030 and that have significant reduction potential. The 2030 analysis is limited to the Energy and Transportation sectors which are by far the largest contributors to the region’s emissions and the sectors that offer the greatest opportunity for local reductions. It should also be noted that while they play an important role in supporting state mandates and regulations, local measures addressing the Solid Waste and the Water & Wastewater sectors are not likely to result in reductions beyond what has already accounted for in the state measures addressing those sectors. For example, local action is needed to support the state’s mandate to divert 75 percent of solid waste from landfills by 2030, but is not likely to result in GHG reductions going beyond what is already accounted for in state measure SR-1, at least in the near term. The agriculture sector represents less than 1 percent of total emissions forecasted for WRCOG cities in 2030; thus any reductions from this sector would not significantly affect the target analysis.

Table 3-43 provides a feasible scenario for WRCOG cities to achieve a regional efficiency-based emissions target for 2030. The table summarizes the measures analyzed for 2030 reductions, including the performance goals utilized and the resulting annual reductions for each measure. As indicated by this analysis, achieving these performance goals would enable the WRCOG region 195

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to achieve the state-aligned 2030 target based on an efficiency metric of emissions per service population, as derived in Table 3-38.

Table 3-44 provides a scenario for WRCOG cities to achieve a regional absolute emissions target for 2030. As with Table 3-43, it summarizes the measures analyzed for 2030 reductions, including the performance goals utilized and the resulting annual reductions for each measure.

The analysis indicates that achieving these performance goals would enable the WRCOG region to achieve the state-aligned 2030 target based on the absolute target derived in Table 3-38.

Table 3-43
WRCOG Cities: GHG Reductions Needed from Local Measures to Achieve 2030 Target Based on Service Population Metric
Local Measures by Sector 2030 Regional Performance Goal 2030 Reduction Potential (MTCO2e/year)
Energy
LE-1 Expand Local Renewable Energy
Production
10% of total electricity demand
generated by local solar PV systems
182,303
LE-2 Community Choice/Utility Renewable
Electricity
75% of the population purchases 100%
renewable electricity
246,109 a
LE-3 Improve Energy Efficiency of Existing
Buildings
10% of existing buildings undertake
measures to reduce energy use by 25%
79,374
LE-4 Building & Appliance Electrification Reduce natural gas use in existing buildings by 15%
3,788
Transportation
LT-10 Expand ZEV Infrastructure and
Support ZEV Purchases
Increase ZEV adoption by 10% over
California’s statewide fleet mandates
231,028
Total Local Reductions Anticipated b 742,602
Total Local Reductions Needed (from Table 3-38) 735,676 Forecasted to Meet Target? Yes
NOTE:
a – Reductions from LE-1 (local solar PV) accounted for prior to quantification of LE -2 (i.e., avoids double counting). b – Totals may not add up due to rounding.

Table 3-44
WRCOG Cities: GHG Reductions Needed from Local Measures to Achieve 2030 Target Based on Absolute Emissions
Local Measures by Sector 2030 Regional Performance Goal 2030 Reduction Potential (MTCO2e/year)
Energy
LE-1 Expand Local Renewable Energy
Production
45% of total electricity demand
generated by local solar PV systems
880,249
LE-2 Community Choice/Utility Renewable
Electricity
95% of the population purchases 100%
renewable electricity
372,875 a
LE-3 Improve Energy Efficiency of Existing
Buildings
25% of existing buildings undertake
measures to reduce energy use by 40%
316,737
LE-4 Building & Appliance Electrification Reduce natural gas use in existing buildings by 30%
11,365
Transportation
LT-10 Expand ZEV Infrastructure and
Support ZEV Purchases
Increase ZEV adoption by 25% over
California’s statewide fleet mandates
519,814
LT-1 Bicycle Infrastructure Improvements
Collectively, achieve 10% reduction in
VMT through these measures

303,721
LT-2 Pedestrian Infrastructure Improvements
LT-3 Carshare & Carpool Programs
LT-4 Parking Pricing & Limited
Requirements
LT-5 Increase Transit Service & Frequency
LT-7 Increase Housing Density
LT-8 Increase Land Use Diversity
LT-9 Transit-Oriented Development
LT-11 Subsidized Transit
LT-12 Congestion Pricing/Express Lanes
Total Local Reductions Anticipated b 2,396,167
196

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Table 3-44
WRCOG Cities: GHG Reductions Needed from Local Measures to Achieve 2030 Target Based on Absolute Emissions
Local Measures by Sector 2030 Regional Performance Goal 2030 Reduction Potential (MTCO2e/year)
Total Local Reductions Needed 2,352,538
Forecasted to Meet Target? Yes
NOTE:
a – Reductions from LE-1 (local solar PV) accounted for prior to quantification of LE -2 (i.e., avoids double counting). b – Totals may not add up due to rounding.
2045 Subregional Assessment
As indicated in Table 3-38, achieving a 2045 target consistent with AB 1279 will require substantial reductions from local measures, and from transportation measures in particular. To achieve this target regionally, key strategies include a community-wide commitment to 100% renewable electricity (local measures LE-1 and LE-2) along with building energy efficiency upgrades (LE-3) and extensive electrification of buildings and transportation, consistent with the recommendation in CARB’s 2022 Climate Change Scoping Plan Update. In order to eliminate emissions from natural gas, implementing local measures LE-4 (Building and Appliance Electrification and LT-10 (Local ZEV Programs) will be particularly important for the WRCOG subregion to achieve a state-aligned 2045 target. Local governments must support the transition to zero emission vehicles (electric and hydrogen-powered vehicles), which already has momentum with rapidly developing technologies and changing consumer preferences along with a favorable state policy environment. Local governments can help speed this transition by building community awareness of the benefits and practical advantages of owning ZEVs, supporting the installation of more EV chargers and hydrogen fueling stations, and leading by example with their municipal fleets. Contributions will also be needed from measures that reduce VMT, such as RT-2 (Regional Transportation Demand Management), LT-9 (Transit-Oriented Development), and improved infrastructure for bicyclists (LT-1) and pedestrians (LT-2). Assessments are made individually for each city regarding a viable pathway for achieving a 2045 target that aligns with the State’s 2045 target.

City by City Assessment
As indicated in Table 3-45, all 18 cities in the WRCOG subregion have completed some form of climate action planning through their own local program or through participation in a WRCOG Subregional CAP, or both.81 This includes seven local jurisdictions that have either completed a local CAP, or they are currently in the process completing one. Locally developed CAPs are referenced where relevant in the following sections. A listing of the GHG reduction measures in each local CAP, including how each local measure corresponds to the GHG reduction measures in this CCAP, is included in Appendix B.

Local planning efforts are summarized in Table 3-45, including the emissions reduction expected by 2030 through implementation of these plans, and whether the plans demonstrate how a state- aligned GHG target for 2030 can be achieved.82 As demonstrated by Table 3-45, seven WRCOG cities have demonstrated in their CAPs how a state-aligned 2030 target will be achieved, while

81 For the cities that don’t have a local CAP, all participated in the 2022 WRCOG Subregional CAP, except the City of Hemet, which participated in the original 2014 WRCOG Subregional CAP, but not the 2022 update. 82 Note that the GHG reductions shown for the cities of Moreno Valley and Riverside are for the year 2040 and 2035, respectively, as the CAPs for those cities do not have a 2030 target and associated reduction calculations. 197

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the remaining cities have CAPs that fall short of that target. For the longer-term target of 2045, the existing local plans generally do not quantify GHG reductions that far into the future, so a higher level qualitative assessment of each city’s ability to achieve a state-aligned target for 2045 is provided in each of the following city sections.

Table 3-45
WRCOG Cities: Summary of Existing Plans to Reduce GHG Emissions by 2030 Jurisdiction
Participated in
2022
Subregional
CAP
Independently
Developed, or
In-Progress
CAP
Planned 2030
Reductions
(MTCO2e)
Reductions
Needed
to Meet 2030
Target
Expect 2030 GHG
Target
to be Met?
Banning * 242,389 187,466 Yes
Beaumont * * 90,549 83,557 Yes
Calimesa * 30,772 38,605 No
Canyon Lake * 12,397 348 Yes
Corona * 159,096 49,045 Yes
Eastvale * 77,887 117,248 No
Hemet a NA NA Undetermined
Jurupa Valley * 187,159 275,357 No
Lake Elsinore * * 146,367 136,204 Yes
Menifee * 149,831 181,706 No
Moreno Valley b * 411,743 298,669 Yes
Murrieta * 279,463 278,338 Yes
Norco * 73,078 109,913 No
Perris * 147,808 206,400 No
Riverside c * 1,674,191 2,120,931 No
San Jacinto * 106,789 150,557 No
Temecula * 241,352 322,455 No
Wildomar * 60,929 91,334 No
WRCOG Cities CAP Total d 4,091,800 4,648,133 No
NOTES:
a – Hemet participated in the 2014 WRCOG Subregional CAP, but that CAP did not set a 2030 target . b – Reductions for the Moreno Valley’s CAP (2021) are for 2040 rather than 2030 . c – Reductions for the Riverside’s CAP (2016) are for 2035 rather than 2030 . d – Totals may not add up due to rounding.

City of Banning
As demonstrated in the 2022 WRCOG Subregional CAP, with the implementation of state, regional, and local measures, the City of Banning is expected to exceed its 2030 emissions target by more than 50,000 MTCO2e. See Appendix A of the WRCOG 2022 Subregional CAP for more details.

The commitment by Banning Electric Utility, the City’s municipally owned utility, to provide 100 percent renewable power by the year 2030 (Measure LE-2) will likely be the City’s most impactful measure for reducing GHG emissions over the next decade. Successful implementation of this measure will enable the City to achieve its 2030 emissions target and place the City on a path that aligns with the State of California’s longer-term target for 2045. Maintaining that alignment will require future updates to the CAP, when the City will evaluate the success of existing measures and consider the changes or additional commitments that may be needed to further reduce the community’s dependence on fossil fuels.

The two biggest sources of future emissions under Banning’s plan are likely to be on-road transportation vehicles and natural gas used in buildings. Achieving the deeper reductions needed to align with the State’s 2045 target will require maintaining the commitment to 100% renewable electricity along with extensive electrification of buildings and transportation, as outlined in the 198

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CARB’s Climate Change Scoping Plan Update.83 Implementing CCAP measures LE-4 (Building and Appliance Electrification and LT-10 (Local ZEV Programs) will be particularly important for the City to achieve a state-aligned 2045 target. The transition to zero emission vehicles (electric and hydrogen-powered vehicles) is gaining momentum with rapidly developing technologies, changing consumer preferences and a favorable policy environment. The City can help speed this transition locally by building community awareness of the benefits and practical advantages of owning ZEVs, supporting the installation of more EV chargers and hydrogen fueling stations, and leading by example with the municipal fleet. With respect to building electrification, the City can get ahead of future Title 24 updates with a local building code that incentivizes electrification or limits the use of fossil natural gas in new buildings and major retrofits (local measure LE-8). An awareness campaign promoting the health, safety, comfort, and cost savings benefits of building electrification could also be effective in supporting this transition.

City of Beaumont
Beaumont participated in the 2022 WRCOG Subregional CAP, but the city also has a local CAP called Sustainable Beaumont, which was adopted in October 2015. Sustainable Beaumont sets 2020 and 2030 emissions reduction targets for the community and for government operations that align with AB 32 (15 percent from 1990 levels by 2020) and the Governor’s Executive Order S‐ 3‐05 (80 percent below 1990 levels by 2050). The CAP includes goals, policies, and actions at the community and municipal levels and demonstrates how implementation of local reduction measures, in combination with state actions, will enable the city to achieve its 2030 target.

Although methods are not fully documented, the “adjusted BAU forecast”84 in Sustainable Beaumont appears to account for reductions from the following statewide policies and regulations: AB 1493 (Pavley vehicle standards); Low Carbon Fuel Standards, the 2008 Title 24 energy efficiency standards, and a Renewables Portfolio Standard of 33 percent renewables by 2020. With the Advanced Clean Cars II rule, emissions from light duty vehicles should be even lower than what was anticipated in Sustainable Beaumont.

The 2022 Subregional CAP also demonstrates how Beaumont can exceed a state-aligned 2030 emissions target but indicates that additional action will be needed to keep the City on a path that aligns with the State of California’s longer-term target for 2045. See Appendix A of the WRCOG 2022 Subregional CAP for more details.

As evidenced by the Subregional CAP, Beaumont’s two biggest sources of future emissions are likely to be on-road transportation vehicles and natural gas used in buildings, followed by electricity used in buildings. The best opportunity the City has for reducing emissions in the near term is to encourage residents and businesses to enroll in SCE’s Green Rate program (currently offering 50% and 100% renewable options), as described in local measure LE-2. For example, the City of Beaumont could reduce electricity emissions by approximately 2,900 MT CO2e per year by getting just 10% of the community’s electricity customers to participate in SCE’s 100% Green tier.

Achieving the deeper reductions needed to align with the State’s 2045 target will likely require a community-wide shift to 100% renewable electricity along with extensive electrification of

83 CARB, 2022b
84 The Adjusted BAU forecast in this context accounts for future growth under BAU conditions but also accounts for anticipated reductions from existing state mandates or regulations that are unaffected by local action. 199

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buildings and transportation, as outlined in the CARB’s 2022 Climate Change Scoping Plan Update. Implementing local measures LE-4 (Building and Appliance Electrification and LT-10 (Local ZEV Programs) will be particularly important for the City to achieve a state-aligned 2045 target. The transition to zero emission vehicles (electric and hydrogen-powered vehicles) is gaining momentum with rapidly developing technologies, changing consumer preferences and a favorable policy environment. The City can help speed this transition locally by building community awareness of the benefits and practical advantages of owning ZEVs, supporting the installation of more EV chargers and hydrogen fueling stations, and leading by example with the municipal fleet. With respect to building electrification, the City can get ahead of future Title 24 updates with a local building code that incentivizes electrification or limits the use of fossil natural gas in new buildings and major retrofits (local measure LE-8). An awareness campaign promoting the health, safety, comfort, and cost savings benefits of building electrification could also be effective in supporting this transition.

Table B-1 and B-2 in Appendix B of the CCAP lists each state and local measure in Sustainable Beaumont and identifies the corresponding measure, where relevant.85 City of Calimesa
Although the City of Calimesa participated in the 2022 WRCOG Subregional CAP, the local measures that the City has committed to implementing are not expected to reduce GHG emissions enough to reach a state-aligned 2030 emissions target. The 2022 Subregional CAP indicates that the City will fall short by approximately 7,800 MTCO2e, which represents about 20 percent of the total GHG emissions reductions needed to reach the 2030 target. See Appendix A of the WRCOG 2022 Subregional CAP for more details.

Additional actions will be needed by the City to meet the 2030 target and to keep the City on a path that aligns with the State of California’s longer-term target for 2045. The biggest sources of the future emissions that are not adequately addressed by the City in the 2022 Subregional CAP are on-road transportation vehicles and natural gas used in buildings, followed by electricity used in buildings. The best opportunity the City has for reducing emissions in the near term is to encourage residents and businesses to enroll in SCE’s Green Rate program (currently offering 50% and 100% renewable options), as described in local measure LE-2. The City of Calimesa could reduce electricity emissions by approximately 1,000 MT CO2e per year by getting just 10% of the community’s electricity customers to participate in SCE’s 100% Green tier. The City’s 2030 target could be achieved if about 80% of the City’s electricity customers were purchasing a 100% Green option. Over the next decade, City residents and businesses may have more options for purchasing renewable electricity as the state of California continues to implement its ambitious plans for a clean energy future.

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favorable policy environment. The City can help speed this transition locally by building community awareness of the benefits and practical advantages of owning ZEVs, supporting the installation of more EV chargers and hydrogen fueling stations, and leading by example with the municipal fleet. With respect to building electrification, the City can get ahead of future Title 24 updates with a local building code that incentivizes electrification or limits the use of fossil natural gas in new buildings and major retrofits (local measure LE-8). An awareness campaign promoting the health, safety, comfort, and cost savings benefits of building electrification could also be effective in supporting this transition.

City of Canyon Lake
The 2022 WRCOG Subregional CAP demonstrates how Canyon Lake can exceed a state-aligned 2030 emissions target but indicates that additional action will be needed to keep the City on a path that aligns with the State of California’s longer-term target for 2045. By 2030, annual reductions of approximately 12,400 MTCO2e can be achieved implementation of state, regional and local measures. See Appendix A of the WRCOG 2022 Subregional CAP for more details.

The biggest sources of future emissions that must be addressed by the City are on-road transportation vehicles followed by residential and non-residential use of electricity. The best opportunity the City has for reducing emissions in the near term is to encourage residents and businesses to enroll in SCE’s Green Rate program (currently offering 50% and 100% renewable options), as described in local measure LE-2. The City of Canyon Lake could reduce electricity emissions by approximately 840 MT CO2e per year by getting just 10% of the community’s electricity customers to participate in SCE’s 100% Green tier. The City’s 2030 target could be achieved if all the City’s electricity customers were purchasing a 100% Green option. Over the next decade, City residents and businesses may have more options for purchasing renewable electricity as California continues to implement its ambitious plans for a clean energy future.

Achieving the deeper reductions needed to align with the State’s 2045 target will likely require a community-wide shift to 100% renewable electricity along with extensive electrification of buildings and transportation, as outlined in the CARB’s 2022 Climate Change Scoping Plan Update. Implementing local measures LE-4 (Building and Appliance Electrification and LT-10 (Local ZEV Programs) will be particularly important for the City to achieve a state-aligned 2045 target. The transition to zero emission vehicles (electric and hydrogen-powered vehicles) is gaining momentum with rapidly developing technologies, changing consumer preferences and a favorable policy environment. The City can help speed this transition locally by building community awareness of the benefits and practical advantages of owning ZEVs, supporting the installation of more EV chargers and hydrogen fueling stations, and leading by example with the municipal fleet. With respect to building electrification, the City can get ahead of future Title 24 updates with a local building code that incentivizes electrification or limits the use of fossil natural gas in new buildings and major retrofits (local measure LE-8). An awareness campaign promoting the health, safety, comfort, and cost savings benefits of building electrification could also be effective in supporting this transition.

City of Corona
The City of Corona CAP, which was updated in March 2019, establishes goals and policies that incorporate environmental responsibility into the everyday management of its community operations. The CAP indicates how the City plans to meet state-aligned GHG reduction targets 201

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for the years 2030 and 2040, with a key strategy being the participation in a Community Choice Aggregation (CCA) program that can provide 100% renewable electricity to the City’s residents and businesses.

Achieving the deeper reductions needed to align with the State’s 2045 target will likely require maintaining the City of Corona’s commitment to 100% renewable electricity along with extensive electrification of buildings and transportation, as outlined in CARB’s 2022 Climate Change Scoping Plan Update.86 Implementing CCAP measures LE-4 (Building and Appliance Electrification and LT-10 (Local ZEV Programs) will be particularly important for the City to achieve a state-aligned 2045 target. The transition to zero emission vehicles (electric and hydrogen-powered vehicles) is gaining momentum with rapidly developing technologies, changing consumer preferences and a favorable policy environment. The City can help speed this transition locally by building community awareness of the benefits and practical advantages of owning ZEVs, supporting the installation of more EV chargers and hydrogen fueling stations, and leading by example with the municipal fleet. With respect to building electrification, the City can get ahead of future Title 24 updates with a local building code that incentivizes electrification or limits the use of fossil natural gas in new buildings and major retrofits (local measure LE-8). An awareness campaign promoting the health, safety, comfort, and cost savings benefits of building electrification could also be effective in supporting this transition.

Table B-3 in Appendix B of the CCAP lists each state and local measure in the City of Corona CAP Update, and identifies the corresponding CCAP measure, where relevant.87 City of Eastvale
Although the City of Eastvale participated in the 2022 WRCOG Subregional CAP, the local measures that the City has committed to implementing are not expected to reduce GHG emissions enough to reach a state-aligned 2030 emissions target. The 2022 Subregional CAP indicates that the City, with implementation of state, regional and local measures, will fall short of its 2030 target by approximately 39,000 MTCO2e, which represents about 34 percent of the total GHG emissions reductions needed to reach the 2030 target. See Appendix A of the WRCOG 2022 Subregional CAP for more details.

Additional actions will be needed by the City to meet the 2030 target and to keep the City on a path that aligns with the State of California’s longer-term target for 2045. The biggest sources of the future emissions that are not adequately addressed by the City in the 2022 Subregional CAP are on-road transportation vehicles and natural gas used in buildings, followed by residential and non-residential use of electricity. The best opportunity the City has for reducing emissions in the near term is to encourage residents and businesses to enroll in SCE’s Green Rate program (currently offering 50% and 100% renewable options), as described in local measure LE-2. The City of Eastvale could reduce electricity emissions by approximately 3,750 MT CO2e per year by getting just 10% of the community’s electricity customers to participate in SCE’s 100% Green tier. The City’s 2030 target would be nearly achieved if all of the City’s electricity customers purchased a 100% Green option. Over the next decade, City residents and businesses may have

86 CARB, 2022b
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more options for purchasing renewable electricity as California continues to implement its ambitious plans for a clean energy future.

Achieving the deeper reductions needed to align with the State’s 2045 target will require a community-wide shift to 100% renewable electricity along with extensive electrification of buildings and transportation, as outlined in the CARB’s 2022 Climate Change Scoping Plan Update. Implementing local measures LE-4 (Building and Appliance Electrification and LT-10 (Local ZEV Programs) will be particularly important for the City to achieve a state-aligned 2045 target. The transition to zero emission vehicles (electric and hydrogen-powered vehicles) is gaining momentum with rapidly developing technologies, changing consumer preferences and a favorable policy environment. The City can help speed this transition locally by building community awareness of the benefits and practical advantages of owning ZEVs, supporting the installation of more EV chargers and hydrogen fueling stations, and leading by example with the municipal fleet. With respect to building electrification, the City can get ahead of future Title 24 updates with a local building code that incentivizes electrification or limits the use of fossil natural gas in new buildings and major retrofits (local measure LE-8). An awareness campaign promoting the health, safety, comfort, and cost savings benefits of building electrification could also be effective in supporting this transition.

City of Hemet
The City of Hemet was one of the twelve cities in Western Riverside County that joined efforts to develop WRCOG’s 2014 Subregional CAP. The City made specific commitments to reduce community GHG emissions across the energy, transportation, land use, and solid waste sectors, which helped enable WRCOG to demonstrate how the subregion could meet a 2020 target consistent with the State of California target for 2020, as mandated by AB 32. The City of Hemet did not participate in the 2022 WRCOG Subregional CAP, but since the City shares several characteristics with nearby cities such as San Jacinto, Perris, Menifee, and Moreno Valley – particularly in terms of climate and having a heavy percentage of residents commuting to work – it can be expected that the types of reduction measures and associated performance levels needed by the City to achieve state-aligned GHG reduction measures will be similar to those cities.

One good opportunity the City has for reducing emissions through 2030 is to encourage residents and businesses to enroll in SCE’s Green Rate program (currently offering 50% and 100% renewable options), as described in local measure LE-2. Since more than 43 percent of the City’s GHG emissions (2010 community inventory) come from on-road vehicles, supporting the transition to electric vehicles is a key strategy for reducing emissions in both the near- and long- term. Nearly 30% of Hemet’s emissions in 2010 were associated with building electricity use, so the City could reduce those emissions substantially by getting the community’s electricity customers to participate in SCE’s 100% Green tier. And over the next decade, City residents and businesses may have more options for purchasing renewable electricity as California continues to implement its ambitious plans for a clean energy future. To complement a utility clean energy strategy, the City could promote residential and commercial installations of rooftop solar PV systems to expand local generation of renewable electricity.

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(Local ZEV Programs) will be particularly important for the City to achieve a state-aligned 2045 target. The transition to zero emission vehicles (electric and hydrogen-powered vehicles) is gaining momentum with rapidly developing technologies, changing consumer preferences and a favorable policy environment. The City can help speed this transition locally by building community awareness of the benefits and practical advantages of owning ZEVs, supporting the installation of more EV chargers and hydrogen fueling stations, and leading by example with the municipal fleet. With respect to building electrification, the City can get ahead of future Title 24 updates with a local building code that incentivizes electrification or limits the use of fossil natural gas in new buildings and major retrofits (local measure LE-8). An awareness campaign promoting the health, safety, comfort, and cost savings benefits of building electrification could also be effective in supporting this transition.

City of Jurupa Valley
Although the City of Jurupa Valley participated in the 2022 WRCOG Subregional CAP, the local measures that the City has committed to implementing are not expected to reduce GHG emissions enough to reach a state-aligned 2030 emissions target. The 2022 Subregional CAP indicates that the City, with implementation of state, regional and local measures, will fall short by approximately 88,000 MTCO2e, which represents about 32 percent of the total GHG emissions reductions needed to reach the 2030 target. See Appendix A of the WRCOG 2022 Subregional CAP for more details.

Additional actions will be needed by the City to meet the 2030 target and to keep the City on a path that aligns with the State of California’s longer-term target for 2045. The biggest sources of the future emissions that are not adequately addressed by the City in the 2022 Subregional CAP are on-road transportation vehicles and natural gas used in buildings, followed by residential and non-residential use of electricity. The best opportunity the City has for reducing emissions in the near term is to encourage residents and businesses to enroll in SCE’s Green Rate program (currently offering 50% and 100% renewable options), as described in local measure LE-2. The City of Jurupa Valley could reduce electricity emissions by approximately 8,300 MT CO2e per year by getting just 10% of the community’s electricity customers to participate in SCE’s 100% Green tier. The City’s 2030 target would be nearly achieved if all of the City’s electricity customers purchased a 100% Green option. Over the next decade, City residents and businesses may have more options for purchasing renewable electricity as California continues to implement its ambitious plans for a clean energy future. To complement a utility clean energy strategy, the City could promote residential and commercial installations of rooftop solar PV systems to expand local generation of renewable electricity.

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municipal fleet. With respect to building electrification, the City can get ahead of future Title 24 updates with a local building code that incentivizes electrification or limits the use of fossil natural gas in new buildings and major retrofits (local measure LE-8). An awareness campaign promoting the health, safety, comfort, and cost savings benefits of building electrification could also be effective in supporting this transition.

City of Lake Elsinore
The City of Lake Elsinore CAP, adopted in December 2011, sets community-wide GHG emissions targets for 2020 and 2030 (the City’s General Plan horizon year) that are consistent with AB 32 and the state’s longer term GHG reduction goal as expressed by the Governor’s Executive Order S‐3‐05. The CAP demonstrates how the City of Lake Elsinore could meet its GHG emissions reduction targets through a combination of state-level measures and local measures, which are described in detail in Chapter 5 of the CAP.

The 2022 Subregional CAP also demonstrates how Beaumont can exceed a state-aligned 2030 emissions target, but indicates that additional action will be needed to keep the City on a path that aligns with the State of California’s longer-term target for 2045. See Appendix A of the WRCOG 2022 Subregional CAP for more details.

Lake Elsinore also participated in the 2022 WRCOG Subregional CAP. As evidenced by the Subregional CAP, Beaumont’s two biggest sources of future emissions are likely to be on-road transportation vehicles and natural gas used in buildings, followed by residential and non- residential uses of electricity. The best opportunity the City has for reducing emissions further in the short term is to encourage residents and businesses to enroll in SCE’s Green Rate program (currently offering 50% and 100% renewable options), as described in local measure LE-2. The City of Lake Elsinore could reduce electricity emissions by approximately 4,400 MT CO2e per year by getting just 10% of the community’s electricity customers to participate in SCE’s 100% Green tier. Over the next decade, City residents and businesses may have more options for purchasing renewable electricity as California continues to implement its ambitious plans for a clean energy future. To complement a utility clean energy strategy, the City could promote residential and commercial installations of rooftop solar PV systems to expand local generation of renewable electricity.

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Table B-4 in Appendix B of the CCAP lists each state and local measure in the Lake Elsinore CAP and identifies the corresponding CCAP measure, where relevant. The City is currently in the process of updating its Climate Action Plan, with adoption expected by 2026.88 City of Menifee
Although the City of Menifee participated in the 2022 WRCOG Subregional CAP, the local measures that the City has committed to implementing are not expected to reduce GHG emissions enough to reach a state-aligned 2030 emissions target. The 2022 Subregional CAP indicates that the City, with implementation of state, regional and local measures, will fall short by approximately 31,900 MTCO2e, which represents about 18 percent of the total GHG emissions reductions needed to reach the 2030 target. See Appendix A of the WRCOG 2022 Subregional CAP for more details.

Additional actions will be needed by the City to meet the 2030 target and to keep the City on a path that aligns with the State of California’s longer-term target for 2045. The biggest sources of the future emissions that are not adequately addressed by the City in the 2022 Subregional CAP are on-road transportation vehicles and natural gas used in buildings, followed by electricity used in buildings. The best opportunity the City has for reducing emissions in the near term is to encourage residents and businesses to enroll in SCE’s Green Rate program (currently offering 50% and 100% renewable options), as described in local measure LE-2. The City of Menifee could reduce electricity emissions by approximately 6,000 MT CO2e per year by getting just 10% of the community’s electricity customers to participate in SCE’s 100% Green tier. The City’s 2030 target could be achieved if about half of the City’s electricity customers purchased a 100% Green option. Over the next decade, City residents and businesses may have more options for purchasing renewable electricity as California continues to implement its ambitious plans for a clean energy future. To complement a utility clean energy strategy, the City could promote residential and commercial installations of rooftop solar PV systems to expand local generation of renewable electricity.

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City of Moreno Valley
The Draft Moreno Valley CAP (March 30, 2021) set community wide GHG emissions targets for 2030 and 2040 (the City’s General Plan horizon year) based on guidance from CARB in its 2017 Scoping Plan, which advised that local communities should reduce emissions to no more than six MTCO2e per capita per year by 2030 and no more than two MTCO2e per capita by 2050 to be consistent with statewide targets. As such, the proposed targets for Moreno Valley are six MTCO2e per capita per year by 2030 and four MTCO2e per capita by 2040 (using a straight-line interpolation between CARB’s 2030 and 2050 recommendations). The CAP demonstrates how the City of Moreno Valley could meet its GHG emissions reduction targets through a combination of state-level measures and local measures, which are described in detail in Chapter 4 of the CAP.

Table B-5 in Appendix B of the CCAP lists each state and local measure in the Draft Moreno Valley CAP and identifies the corresponding CCAP measure, where relevant.89 City of Murrieta
In 2011, the City of Murrieta adopted its first CAP (2011 CAP), as part of the City’s General Plan Update (GPU). In 2020, the city updated its CAP Update concurrently with a focused update of its General Plan to be consistent with state legislation and guidance released since the 2011 CAP was adopted. The 2011 CAP’s GHG emissions baseline inventory was for the year 2009 and established emission forecasts for 2020 and 2035 with a GHG reduction target year of 2020, to align with state goals at that time. The 2020 CAP Update provides an updated baseline year of 2016, and emissions forecasts for 2030, 2035, and 2050. GHG emission targets are established for the years 2030, 2035, and 2050, consistent with SB 32 and with Executive Order S-3-05 directing the state to achieve a reduction of 80 percent below 1990 levels by 2050. The CAP Update demonstrates how the City of Murrieta could meet its GHG emissions reduction target of 40 percent below 2016 levels by 2030 and 50 percent below 2016 levels by 2035, through a

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combination of state-level measures and local measures, which are described in detail in Chapter 3 of the CAP.

Achieving the deeper reductions needed to align with the State’s 2045 target will likely require community-wide shift to 100% renewable electricity along with extensive electrification of buildings and transportation, as outlined in CARB’s 2022 Climate Change Scoping Plan Update.

Implementing CCAP measures LE-4 (Building and Appliance Electrification and LT-10 (Local ZEV Programs) will be particularly important for the City to achieve a state-aligned 2045 target.

The transition to zero emission vehicles (electric and hydrogen-powered vehicles) is gaining momentum with rapidly developing technologies, changing consumer preferences and a favorable policy environment. The City can help speed this transition locally by building community awareness of the benefits and practical advantages of owning ZEVs, supporting the installation of more EV chargers and hydrogen fueling stations, and leading by example with the municipal fleet. With respect to building electrification, the City can get ahead of future Title 24 updates with a local building code that incentivizes electrification or limits the use of fossil natural gas in new buildings and major retrofits (local measure LE-8). An awareness campaign promoting the health, safety, comfort, and cost savings benefits of building electrification could also be effective in supporting this transition.

Table B-6 in Appendix B of the CCAP lists each state and local measure in the City of Murrietta CAP and identifies the corresponding CCAP measure, where relevant.90 City of Norco
Although the City of Norco participated in the 2022 WRCOG Subregional CAP, the local measures that the City has committed to implementing are not expected to reduce GHG emissions enough to reach a state-aligned 2030 emissions target. The 2022 Subregional CAP indicates that the City, with implementation of state, regional and local measures, will fall short by approximately 36,800 MTCO2e, which represents about 34 percent of the total GHG emissions reductions needed to reach the 2030 target. See Appendix A of the WRCOG 2022 Subregional CAP for more details.

Additional actions will be needed by the City to meet the 2030 target and to keep the City on a path that aligns with the State of California’s longer-term target for 2045. The biggest sources of the future emissions that are not adequately addressed by the City in the 2022 Subregional CAP are on-road transportation vehicles and natural gas used in buildings, followed by non-residential and residential use of electricity. The best opportunity the City has for reducing emissions in the near term is to encourage residents and businesses to enroll in SCE’s Green Rate program (currently offering 50% and 100% renewable options), as described in local measure LE-2. The City of Norco could reduce electricity emissions by approximately 2,800 MT CO2e per year by getting just 10% of the community’s electricity customers to participate in SCE’s 100% Green tier. If all the City’s electricity customers were purchasing a 100% Green option, the City would only need another 8,500 MT CO2e in annual reductions to achieve its 2030 reduction target. Over the next decade, City residents and businesses may have more options for purchasing renewable electricity as California continues to implement its ambitious plans for a clean energy future. To

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complement a utility clean energy strategy, the City could promote residential and commercial installations of rooftop solar PV systems to expand local generation of renewable electricity.

City of Perris
Although the City of Perris participated in the 2022 WRCOG Subregional CAP, the local measures that the City has committed to implementing are not expected to reduce GHG emissions enough to reach a state-aligned 2030 emissions target. The 2022 Subregional CAP indicates that the City, with implementation of state, regional and local measures, will fall short by approximately 69,100 MTCO2e, which represents about 28 percent of the total GHG emissions reductions needed to reach the 2030 target. See Appendix A of the WRCOG 2022 Subregional CAP for more details.

Additional actions will be needed by the City to meet the 2030 target and to keep the City on a path that aligns with the State of California’s longer-term target for 2045. The biggest sources of the future emissions that are not adequately addressed by the City in the 2022 Subregional CAP are on-road transportation vehicles and natural gas used in buildings, followed by non-residential and residential use of electricity. The best opportunity the City has for reducing emissions in the near term is to encourage residents and businesses to enroll in SCE’s Green Rate program (currently offering 50% and 100% renewable options), as described in local measure LE-2. The City of Perris could reduce electricity emissions by approximately 4,900 MT CO2e per year by getting just 10% of the community’s electricity customers to participate in SCE’s 100% Green tier. If all of the City’s electricity customers were purchasing a 100% Green option, the City would only need another 8,500 MT CO2e in annual reductions to achieve its 2030 reduction target. Over the next decade, City residents and businesses may have more options for purchasing renewable electricity as California continues to implement its ambitious plans for a clean energy future. To complement a utility clean energy strategy, the City could promote residential and commercial installations of rooftop solar PV systems to expand local generation of renewable electricity.

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Update. Implementing local measures LE-4 (Building and Appliance Electrification and LT-10 (Local ZEV Programs) will be particularly important for the City to achieve a state-aligned 2045 target. The transition to zero emission vehicles (electric and hydrogen-powered vehicles) is gaining momentum with rapidly developing technologies, changing consumer preferences and a favorable policy environment. The City can help speed this transition locally by building community awareness of the benefits and practical advantages of owning ZEVs, supporting the installation of more EV chargers and hydrogen fueling stations, and leading by example with the municipal fleet. With respect to building electrification, the City can get ahead of future Title 24 updates with a local building code that incentivizes electrification or limits the use of fossil natural gas in new buildings and major retrofits (local measure LE-8). An awareness campaign promoting the health, safety, comfort, and cost savings benefits of building electrification could also be effective in supporting this transition.

City of Riverside
The City of Riverside Restorative Growthprint, adopted in 2016, includes a full community climate action plan (CAP) as well as an Economic Prosperity Action Plan (EPAP) that is intended to spur local entrepreneurship and smart growth while advancing the City’s GHG reduction goals.

The CAP committed the City to a 2020 GHG reduction target consistent with AB 32 and includes an aspirational target for 2035, established before the State of California mandated a 2030 target with passage of SB 32. The 2016 CAP builds from its participation in the 2014 WRCOG Subregional CAP, incorporating the state and regional reduction measures from the WRCOG plan and adding more detail about local actions and programs to demonstrate how the City could achieve its 2020 target and make significant progress towards its 2035 target.

The City of Riverside CAP accounts for reductions from the following statewide policies and regulations: AB 1493 (Pavley vehicle standards), Low Carbon Fuel Standards, the 2013 Title 24 energy efficiency standards, and a Renewables Portfolio Standard of 33 percent renewables by 2020.

Table B-7 and B-8 in Appendix B of the CCAP lists each state, regional, and local measure in the City of Riverside CAP and identifies the corresponding CCAP measure, where relevant.91 The City of Riverside CAP indicates how the City can meet its 2035 target through a mix of the following measures:
• Achieve 60% renewables in the utility (RPU) electricity mix by 2035 • Dedicate funding and staff resources for local energy efficiency programs • Support low carbon vehicle/fuel infrastructure (e.g., publicly accessible EV charging stations)
• Incentive or require lower VMT associated with land use development • Promote transit-oriented development, parking restrictions, and transportation management programs
• Enforce the state’s increasingly stringent energy and green building standards • Enhance water conservation

91 SBCOG, 2024
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City of Riverside is currently in the process of updating its CAP to the planning horizon of 2050.

As with other WRCOG cities, achieving the deeper reductions needed to align with the State’s 2045 target will require electrification of buildings and transportation, as outlined in the CARB’s 2022 Climate Change Scoping Plan Update. The transition to zero emission vehicles (electric and hydrogen-powered vehicles) is gaining momentum with rapidly developing technologies, changing consumer preferences and a favorable policy environment. The City can help speed this transition locally by building community awareness of the benefits and practical advantages of owning ZEVs, supporting the installation of more EV chargers and hydrogen fueling stations, and leading by example with the municipal fleet. Along those lines, the City launched a Zero Emissions Vehicle Transition Plan in January 2024 to identify the projected number/location of electric vehicles, charging stations, solar panels and other supporting infrastructure, as well as the estimated GHG emission reductions.

With respect to building electrification, the City has implemented a Building Electrification Ordinance that requires new buildings to be all-electric as of January 1, 2023, which phases out natural gas infrastructure powered by fossil fuels.

With RPU, the City of Riverside is a leader in providing renewable energy to the community. The City of Riverside has over 230 megawatts of renewable resources including 116 MW of geothermal, 46 MW of wind energy and over 100 MW of solar PV energy and added 125 MW of renewable wind capacity on December 2023, increasing the Riverside Public Utility electric power mix from 50 percent to 75 percent renewable, non-GHG sourced power for the entire City.

City of San Jacinto
Although the City of San Jacinto participated in the 2022 WRCOG Subregional CAP, the local measures that the City has committed to implementing are not expected to reduce GHG emissions enough to reach a state-aligned 2030 emissions target. The 2022 Subregional CAP indicates that the City, with implementation of state, regional and local measures, will fall short by approximately 69,100 MTCO2e, which represents about 29 percent of the total GHG emissions reductions needed to reach the 2030 target. See Appendix A of the WRCOG 2022 Subregional CAP for more details.

In the near term, the City could reduce emissions from the electricity sector by encouraging residents and businesses to enroll in SCE’s Green Rate program (currently offering 50% and 100% renewable options), as described in Local Measure LE-2. The City of San Jacinto could reduce electricity emissions by approximately 3,100 MT CO2e per year by getting just 10% of the community’s electricity customers to participate in SCE’s 100% Green tier. If all of the City’s electricity customers were purchasing a 100% Green option, the City would only need another 12,600 MT CO2e in annual reductions to achieve its 2030 reduction target. Over the next decade, City residents and businesses may have more options for purchasing renewable electricity as California continues to implement its ambitious plans for a clean energy future. 211

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Achieving the deeper reductions needed to align with the State’s 2045 target will require electrification of buildings and transportation, as outlined in the CARB’s 2022 Climate Change Scoping Plan Update. The transition to zero emission vehicles (electric and hydrogen-powered vehicles) is gaining momentum with rapidly developing technologies, changing consumer preferences and a favorable policy environment. The City can help speed this transition locally by building community awareness of the benefits and practical advantages of owning ZEVs, supporting the installation of more EV chargers and hydrogen fueling stations, and leading by example with the municipal fleet. With respect to building electrification, the City can get ahead of future Title 24 updates with a local building code that incentivizes electrification or limits the use of fossil natural gas in new buildings and major retrofits. An awareness campaign promoting the health, safety, comfort, and cost savings benefits of building electrification could also be effective in supporting this transition.

City of Temecula
Although the City of San Jacinto participated in the 2022 WRCOG Subregional CAP, the local measures that the City has committed to implementing are not expected to reduce GHG emissions enough to reach a state-aligned 2030 emissions target. The 2022 Subregional CAP indicates that the City, with implementation of state, regional and local measures, will fall short by approximately 81,000 MTCO2e, which represents about 25 percent of the total GHG emissions reductions needed to reach the 2030 target. See Appendix A of the WRCOG 2022 Subregional CAP for more details.

In the near term, the City could reduce emissions from the electricity sector by encouraging residents and businesses to enroll in SCE’s Green Rate program (currently offering 50% and 100% renewable options), as described in Local Measure LE-2. The City of Temecula could reduce electricity emissions by approximately 8,000 MT CO2e per year by getting just 10% of the community’s electricity customers to participate in SCE’s 100% Green tier. The City’s 2030 target would be nearly achieved if all the City’s electricity customers purchased a 100% Green option. Over the next decade, City residents and businesses may have more options for purchasing renewable electricity as California continues to implement its ambitious plans for a clean energy future. To complement a utility clean energy strategy, the City could promote residential and commercial installations of rooftop solar PV systems to expand local generation of renewable electricity.

Achieving the deeper reductions needed to align with the State’s 2050 goal will require extensive electrification of buildings and transportation, as outlined in the CARB’s 2022 Climate Change Scoping Plan Update. The transition to zero emission vehicles (electric and hydrogen-powered vehicles) is gaining momentum with rapidly developing technologies, changing consumer preferences and a favorable policy environment. The City can help speed this transition locally by building community awareness of the benefits and practical advantages of owning ZEVs, supporting the installation of more EV chargers and hydrogen fueling stations, and leading by example with the municipal fleet. With respect to building electrification, the City can get ahead 212

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of future Title 24 updates with a local building code that incentivizes electrification or limits the use of fossil natural gas in new buildings and major retrofits. An awareness campaign promoting the health, safety, comfort, and cost savings benefits of building electrification could also be effective in supporting this transition.

City of Wildomar
Although the City of San Jacinto participated in the 2022 WRCOG Subregional CAP, the local measures that the City has committed to implementing are not expected to reduce GHG emissions enough to reach a state-aligned 2030 emissions target. The 2022 Subregional CAP indicates that the City, with implementation of state, regional and local measures, will fall short by approximately 30,400 MTCO2e, which represents about 33 percent of the total GHG emissions reductions needed to reach the 2030 target. See Appendix A of the WRCOG 2022 Subregional CAP for more details.

In the near term, the City could reduce emissions from the electricity sector by encouraging residents and businesses to enroll in SCE’s Green Rate program (currently offering 50% and 100% renewable options), as described in Local Measure LE-2. The City of Wildomar could reduce electricity emissions by approximately 2,150 MT CO2e per year by getting just 10% of the community’s electricity customers to participate in SCE’s 100% Green tier. If all of the City’s electricity customers were purchasing a 100% Green option, the City would only need another 8,900 MT CO2e in annual reductions to achieve its 2030 reduction target. Over the next decade, City residents and businesses may have more options for purchasing renewable electricity as California continues to implement its ambitious plans for a clean energy future.

To close the gap for meeting the 2030 target, completing more energy efficiency retrofits of existing homes and commercial buildings (as described in Local Measure LE-3: Improve Energy Efficiency of Existing Buildings) would be effective in reducing natural gas emissions.

Achieving the deeper reductions needed to align with the State’s 2045 target will require extensive electrification of buildings and transportation, as outlined in the CARB’s 2022 Climate Change Scoping Plan Update.92 The transition to zero emission vehicles (electric and hydrogen- powered vehicles) is gaining momentum with rapidly developing technologies, changing consumer preferences and a favorable policy environment. The City can help speed this transition locally by building community awareness of the benefits and practical advantages of owning ZEVs, supporting the installation of more EV chargers and hydrogen fueling stations, and leading by example with the municipal fleet. With respect to building electrification, the City can get ahead of future Title 24 updates with a local building code that incentivizes electrification or limits the use of fossil natural gas in new buildings and major retrofits. An awareness campaign promoting the health, safety, comfort, and cost savings benefits of building electrification could also be effective in supporting this transition.

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Chapter 4
Co-benefits Analysis
This chapter provides a co-benefits analysis of the Climate Change Action Plan (CCAP). It identifies pollution-burdened communities using criteria developed by the California Office of Environmental Health Hazard Assessment (OEHHA) and highlights the various indicators that contribute to pollution burden and population vulnerability. The chapter also discusses the adverse impacts of climate change on these communities, including increased air pollution, extreme heat, flooding, drought, and wildfires. By understanding these vulnerabilities, the CCAP aims to implement measures that not only reduce greenhouse gas emissions but also provide significant social, economic, and environmental benefits to the affected populations.

California Priority Populations for Climate Investments Per California’s Senate Bill 535 and Assembly Bill 1550, 35 percent of California Climate Investments must be allocated to pollution-burdened and low-income communities, collectively referred to as “priority populations.” These investments are designed to facilitate greenhouse gas emissions reductions while providing environmental, economic, and public health benefits. From affordable housing to clean transportation, urban greening to sustainable agriculture, waste diversion to technical assistance, and more, the diversity of program types reflects the many sector approaches needed to effectively reduce greenhouse gas emissions and provide benefits to Californians across the state.

The State of California defines priority populations for climate investments based on geographic, socio-economic, public health, and environmental hazard criteria (CCI, 2025). These are populations that live in areas exposed to multiple sources of pollution and which don’t have sufficient resources to invest in low-carbon practices, transportation, or climate resilience. The California Air Resources Board (CARB), in conjunction with the administering agencies, develops program-level targets to drive investments that achieve direct, meaningful, and assured benefits to priority populations (CARB, 2025). To support the co-benefits analysis, the CCAP identifies priority populations using criteria developed by the State of California, including the California Environmental Protection Agency (CalEPA) and California Office of Environmental Health Hazard Assessment (OEHHA). Priority populations include census tracts experiencing disproportionate amounts of pollution, environmental degradation, and socioeconomic and public health conditions (as determined by OEHHA’s CalEnviroScreen 4.0 tool), and those that are considered low-income (at or below 80 percent of the statewide median or below a threshold designated as low-income by the California Department of Housing and Community Development). CARB provides a mapping tool for identifying priority populations, called the California Climate Investments Priority Populations Mapping Tool 4.0 (CCI, 2024) Figure 4-1 shows the census tracts within the Inland Empire that are identified as priority populations through CalEPA’s criteria. Of the total 913 census tracts in WRCOG, CVAG, and SBCOG, 236 of these or 26 percent are designated priority populations. By percentage, the highest amount of census tracts designated as priority populations are in SBCOG, with 125 214

Cathedral City City CouncilJanuary 28, 2026

Cathedral City City Council
January 28, 2026