Maywood City Council
March 25, 2026

APPENDIX A. Major Climate Policies and Regulations
City of Maywood Climate Action, Adaptation, and Resilience Plan March 2026 | Final Plan
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Senate Bill 32 and the 2017 Scoping Plan
Update
In 2016, the California State Legislature adopted SB 32 and its companion bill AB 197, and both were signed by Governor Brown. SB 32 amends AB 32 and establishes a new climate pollution reduction target of 40 percent below 1990 levels by 2030, while AB 197 includes provisions to ensure the benefits of state climate policies reach into disadvantaged communities.

In response to SB 32 and the 2030 GHG reduction target, CARB developed California’s 2017 Climate Change Scoping Plan, adopted in December 2017 (CARB 2017). The 2017 Scoping Plan Update’s strategy for meeting the 2030 GHG target incorporates the full range of legislative actions and statedeveloped plans that have relevance to the year 2030. These include regulations for extending the state Cap-and-Trade Program through 2030 (AB 398); increasing the LCFS to 18 percent; improved vehicle, truck, and freight movement emissions standards; increasing renewable energy; improving energy efficiency; and strategies to reduce methane emissions from agricultural and other wastes by using it to meet the state’s energy needs.

Executive Order B-55-18
In September 2018, Governor Brown issued Executive Order B-55-18, establishing a new goal to reach carbon neutrality statewide by 2045, and maintaining net negative emissions thereafter.

Assembly Bill 1279 and the 2022 Scoping Plan
Update
In September 2022, Governor Newsom signed AB 1279, which codified EO B-55-18 by requiring netzero GHG emissions by 2045. AB 1279 also requires the state to reduce GHG emissions to 85 percent below 1990 levels by 2045. In December 2022, the California Air Resources Board 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. The actions and outcomes specified in the 2022 Scoping Plan contain significant reductions in fossil fuel combustion through the deployment of clean technologies and fuels, continued efforts to decrease short-lived climate pollutants, support for sustainable development, increased action on natural and working lands to reduce emissions and sequester carbon, and the capture and storage of carbon.

APPENDIX A. Major Climate Policies and Regulations
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Pavley Regulation (AB 1493), Advanced Clean
Cars I/II (ACC I/II), Executive Order (EO) N-79-
20 and the California Mobile Source Strategy
Assembly Bill 1493 (2002), known as the Pavley Bill, directed CARB to adopt regulations to reduce emissions from new passenger vehicles. The federal Clean Air Act ordinarily preempts state regulation of motor vehicle emission standards; however, California is allowed to set its own standards with a federal waiver from the USEPA, granted in 2009. Known as the Pavley Clean Car Standards, AB 1493 regulated GHG emissions from new passenger vehicles (light duty automobiles and medium duty vehicles) from 2009 through 2016.

In January 2012, CARB approved the Advanced Clean Cars I (ACC I) program, a new emissions-control program for model years 2015 through 2025. The program includes components to reduce smogforming pollution, reduce GHG emissions, promote clean cars, and provide the fuels for clean cars.

The zero-emission vehicle (ZEV) program will act as the focused technology of the Advanced Clean Cars program by requiring manufacturers to produce increasing numbers of ZEVs and plug-in hybrid electric vehicles (PHEV) in the 2018 to 2025 model years.

Building upon ACC I, CARB introduced the Advanced Clean Cars II (ACC II) regulations in 2022 to accelerate the transition to cleaner transportation further. By 2035, the ACC II regulations require that all new passenger cars, trucks, and SUVs sold in California are zero emissions. ACC II amends the zero-emission vehicle program, requiring increasing ZEVs and PHEVs from 2026 to 2035 model years. ACC II also amends the Low-emission Vehicle Regulations to include increasingly strict standards for gasoline cars and heavier passenger trucks to reduce smog-forming emissions.

Executive Order (EO) N-79-20, issued by California Governor Gavin Newsom on September 23, 2020, established a target that 100 percent of in-state sales of new passenger cars and trucks be zeroemission by 2035. It also sets a goal for all medium- and heavy-duty vehicles in the state to be 100 percent zero-emission by 2045, where feasible.

In May 2016, CARB released the updated Mobile Source Strategy that demonstrates how the state can simultaneously meet air quality standards, achieve GHG emission reduction targets, decrease health risk from transportation emissions, and reduce petroleum consumption over the next 15 years, through a transition to ZEVs, cleaner transit systems and reduction of vehicle miles traveled. The Mobile Source Strategy calls for 1.5 million ZEVs (including plug-in hybrid electric, battery-electric, and hydrogen fuel cell vehicles) by 2025 and 4.2 million ZEVs by 2030. It also calls for more stringent GHG requirements for light-duty vehicles beyond 2025 as well as GHG reductions from medium-duty and heavy-duty vehicles and increased deployment of zero-emission trucks primarily for class 3–7 “last-mile” delivery trucks in California. Statewide, the Mobile Source Strategy would result in a 45 percent reduction in GHG emissions, and a 50 percent reduction in the consumption of petroleum-based fuels.

APPENDIX A. Major Climate Policies and Regulations
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Advanced Clean Trucks (ACT) Program
The Advanced Clean Trucks (ACT) program (2021) establishes a manufacturer’s ZEV sales requirement and a one-time reporting requirement for large entities and fleets. It aims to accelerate a large-scale transition of zero-emission medium-and heavy-duty vehicles from Class 2b to Class 8.

From 2024 to 2035, manufacturers certifying Class 2b–8 chassis or complete vehicles with combustion engines must progressively increase their annual sales of zero-emission trucks. By 2035, the targets include 55 percent of Class 2b–3 truck sales, 75 percent of Class 4–8 straight truck sales, and 40 percent of truck tractor sales being zero-emission.

Renewables Portfolio Standard
SB 1078 established California’s Renewables Portfolio Standard (RPS) in 2002, which requires retail sellers of electricity, including investor-owned utilities and community choice aggregators, to provide at least 20 percent of their supply from eligible renewable sources by 2017. SB 107 changed the target date to 2010. In November 2008, Executive Order S-14-08 expanded the state’s RPS goal to 33 percent renewable power by 2020. In September 2009, Executive Order S-21-09 directed CARB (under its AB 32 authority) to enact regulations to help the state meet the 2020 goal of 33 percent renewable energy. The 33-percent-by-2020 RPS goal was codified in April 2011 with SB X1-2. This new RPS applies to all electricity retailers in the state, including publicly owned utilities (POUs), investor-owned utilities, electricity service providers, and community choice aggregators. SB 350 was signed in October 2015, which requires retail sellers and publicly owned utilities to procure 50 percent of their electricity from eligible renewable energy resources by 2030. Most recently, SB 100, signed by Governor Brown on September 10, 2018, increases the RPS requirement to 60 percent eligible renewables by 2030 and 100 percent by 2045.

Senate Bill 350
The Clean Energy and Pollution Reduction Act of 2015 (SB 350) has several provisions in addition to increasing the RPS to 50 percent by 2030, as noted above. Most important to local governments, SB 350 requires statewide energy efficiency savings and demand reduction that will achieve a cumulative doubling of statewide energy efficiency savings in electricity and natural gas final end uses of retail customers by January 1, 2030.

APPENDIX A. Major Climate Policies and Regulations
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California Building Standards Code
California Code of Regulations Title 24, Part 6, sets forth California’s energy-efficiency standards for residential and nonresidential buildings and was established in 1978 in response to a legislative mandate to reduce California’s energy consumption. Title 24 energy standards are updated on an approximately 3-year cycle as technology and methods have evolved. The standards are updated periodically (typically every 3 years) to allow for the consideration and inclusion of new energyefficiency technologies and methods. The 2019 standards required new residential buildings to install rooftop solar photovoltaic systems. The current standards (2022), made effective on January 1, 2023, expands this requirement to multifamily buildings with more than three habitable stories. The 2022 code also allows natural gas use in new residential buildings but mandates electric-ready requirements to make it easier to switch to electric appliances in the future. The next iteration of the energy standard, which will go into effect in January 2026, will include new prescriptions and performance standards for building electrification.

The California Green Building Standards Code (California Code of Regulations, Title 24, Part 11), commonly referred to as the CALGreen Code, is a statewide mandatory construction code that was developed and adopted by the California Building Standards Commission and the California Department of Housing and Community Development in 2008. CALGreen standards require new residential and commercial buildings to comply with mandatory measures under five topical areas:
planning and design; energy efficiency; water efficiency and conservation; material conservation and resource efficiency; and environmental quality. CALGreen also provides voluntary tiers and measures that local governments may adopt that encourage or require additional measures in the five green building topics. The most recent update to the CALGreen Code went into effect January 1, 2023 (California Building Standards Commission 2022).

Senate Bill 375
In 2008, SB 375 was enacted to address indirect GHG emissions caused by urban sprawl. SB 375 develops emissions-reduction goals that apply to a region’s transportation planning activities.

SB 375 provides incentives for local governments and developers to create new walkable and sustainable communities, revitalize existing communities, and implement conscientiously planned growth patterns that concentrate new development around public transportation nodes. CARB has been working with the state’s metropolitan planning organizations (MPOs) to align their regional transportation, housing, and land use plans to reduce vehicle miles traveled and demonstrate the region’s ability to attain its GHG reduction targets.

APPENDIX A. Major Climate Policies and Regulations
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Senate Bill 535 – Greenhouse Gas Reduction
Fund and Disadvantaged Communities
SB 535 (2012) requires the California Environmental Protection Agency (CalEPA) to identify disadvantaged communities, and requires that 25 percent of all funds allocated pursuant to an investment plan for the use of state moneys collected through a Cap-and-Trade program be allocated to projects that benefit disadvantaged communities and at least 10 percent of the 25 percent to be spent on projects located in disadvantaged communities.

Senate Bill 379
California SB 379 (2015) requires all cities and counties to address climate adaptation and resilience in the safety element of a general plan and/or in a local hazard mitigation plan (LHMP). The bill requires that the updated plan include a set of goals, policies, and objectives based on a vulnerability assessment that is specific to the local geography. Additionally, the bill requires that the updated plan include a set of feasible implementation measures designed to carry out the plan’s goals, policies, and objectives and establishes minimum requirements that such implementation measures must include. These requirements include feasible methods to avoid or minimize the climate change impacts on new land uses, the location of essential public facilities outside of at-risk areas, the designation of adequate and feasible infrastructure located in an at-risk area, and the identification of natural infrastructure that could be used in adaptation projects. The update to the safety element must occur at the next update of an LHMP on or after January 1, 2017. Local jurisdictions without an LHMP must update their safety elements on or before January 1, 2022.

Senate Bill 1383
California SB 1383 (2022) requires that every jurisdiction in California must offer organic waste collection services to all residents and businesses. Organic waste includes food waste, green waste, and other compostable materials. The purpose of SB 1383 is to reduce GHG emissions from organic waste in landfills and promote recycling efforts.

Senate Bill 596
In 2021, SB 596 required CARB to create a comprehensive strategy for California’s cement sector, aiming for net-zero GHG emissions associated with cement use by December 31, 2045. An interim target requires a 40 percent reduction in GHG intensity below the 2019 average by December 31, 2035.

APPENDIX A. Major Climate Policies and Regulations
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Senate Bill 1020
SB 1020 (2022) established interim renewable and zero-carbon energy retail sales targets for California end-use customers. The law sets goals of 90 percent by 2035 and 95 percent by 2040. It accelerates the timeline for state agencies to achieve 100 percent renewable and zero-carbon energy procured from the original target year of 2045 to 2035. Each state agency is mandated to reach the 100 percent goal by 2035, with specific requirements outlined in the legislation.

Senate Bill 905
SB 905, enacted in 2022, requires the creation of the Carbon Capture, Removal, Utilization, and Storage Program by CARB. This program is designed to evaluate, demonstrate, and regulate carbon capture, utilization, or storage, as well as CO2 removal projects and technology.

Senate Bill 1137
Enacted in 2022, SB 1137 places restrictions on developing new oil and gas wells or infrastructure within health protection zones, with exceptions for public health and safety. The law imposes monitoring, public notice, and nuisance requirements on operators of existing oil and gas wells or infrastructure in these zones, emphasizing environmental and community health considerations.

Senate Bill 1075
SB 1075, passed in 2022, requires CARB to conduct an evaluation and provide policy recommendations on the use of hydrogen in California, with a focus on green hydrogen. The evaluation includes strategies for hydrogen infrastructure, policies promoting emission reductions, and considerations for various forms of hydrogen.

Senate Bill 1206
SB 1206, enacted in 2022, introduces a phased sales prohibition on newly produced high- Global Warming Potential (GWP) Hydrofluorocarbons (HFCs). The goal is to transition California’s economy towards recycled and reclaimed HFCs for servicing existing equipment. The law also requires CARB to develop regulations promoting the adoption of very low- and no-GWP technologies in sectors currently reliant on higher-GWP HFCs, aligning with the state’s commitment to reducing potent GHGs.

APPENDIX A. Major Climate Policies and Regulations
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Appendix A References Cited
California Building Standards Commission. 2022. California Code of Regulations. Part 11, Title 24, California Green Building Standards Code (CALGreen). Effective January 1, 2023. http://www.bsc.ca.gov/Home/CALGreen.aspx.

CARB (California Air Resources Board). 2008. Initial AB 32 Climate Change Scoping Plan Document. https://www.arb.ca.gov/cc/scopingplan/document/scopingplandocument.htm.

CARB. 2014. First Update to the AB 32 Scoping Plan.
https://www.arb.ca.gov/cc/scopingplan/document/updatedscopingplan2013.htm.

CARB. 2017. The 2017 Climate Change Scoping Plan Update. January 20, 2017. https://www.arb.ca.gov/cc/scopingplan/2030sp_pp_final.pdf.

APPENDIX A. Major Climate Policies and Regulations
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APPENDIX B
Public Outreach and Engagement
Maywood CAARP Community Engagement
Report
Community Engagement Approach
Meaningful climate planning and action is grounded in the needs and priorities of community members. The City of Maywood (City) partnered with the Institute for Local Government (ILG) to develop a two-phase community engagement approach that meets the unique needs of Maywood’s community. Public engagement methods included a combination of:
● In-person and online surveying
● Stakeholder meetings
● Virtual focus groups
In 2023, the City asked community members for input on the types of climate change issues they were experiencing. Extreme heat and air pollution were the hazards of most concern.

In a follow-up survey in 2025, the City asked community members to share their preferred solutions, programs, and ideas to support their families and the community in addressing these challenges.

These answers will help the City develop meaningful and effective strategies that will help Maywood’s community reach the goal of reducing GHG emissions.

Designed to facilitate participation from diverse community members, the project team prioritized community education to inform residents about the Climate Action, Adaptation, and Resilience Plan

APPENDIX B. Public Outreach and Engagement
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(CAARP), planning process, and reasons for asking for their input. All materials were also translated into Spanish.

For Phase 2 of the CAARP, the City created a CAARP Advisory Committee made up of representatives from local nonprofits and government agencies. This group is helping guide the plan and making sure it meets the needs and values of everyone in Maywood.

Kickoff of community engagement for Phase 2 was scheduled for June 2025 but was delayed due to the increased presence of the U.S. Immigration and Customs Enforcement (ICE). Out of concern for community safety, the City rescheduled events in June and early July to later in the summer. The City delayed the release of the Phase 2 community survey and scheduled an additional Advisory Committee meeting to get input on community engagement strategies from local leaders.

Through the engagement process, the City built and strengthened connections to the local communitybased organizations (CBOs), youth leaders, schools, and regional government agencies. The project team thanks community members, advisory committee members, and stakeholders for their time and effort.

APPENDIX B. Public Outreach and Engagement
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Summary of Phase 1 Community Engagement
Community engagement for Phase 1 of the CAARP kicked off in October 2023 with a community survey. The survey was made available on the Maywood CAARP webpage and City of Maywood social media accounts (in both English and Spanish) and asked participants questions about climate action priorities and challenges related to clean water, air quality, clean transportation, energy, and more. In addition to online distribution, the project team connected in-person with the community, including the City’s Trunk or Treat Halloween event, tree-planting events, food distribution events at the YMCA, and Maywood Workforce Program events.

The survey received 110 responses, with 24 responses being submitted in Spanish. 93.5% of survey respondents stated that it was very important to them that Maywood is environmentally responsible. As co-benefits to GHG reduction strategies, respondents ranked improving health and saving money as most important.

Air quality, extreme heat, drought, and water supply were among the community’s top areas of concern.

Respondents ranked water saving projects, parks improvements, energy efficiency/renewable energy projects, and projects to mitigate heat as priorities they would like to see Maywood take on.

A stakeholder interview with Amigos de los Rios helped identify opportunities to align the CAARP with the City’s urban greening efforts. Additionally, the project team held a focus group with high school students from the Maywood Center for Enriched Study (MaCES High School) Roots and Shoots Club. MaCES High School Roots and Shoots Club is a school environmental club focused on environmental and humanitarian work. This involves educating others, tree plantings, and gardening projects.

Maywood’s youth are motivated and eager to take action on these climate topics and represent emerging leaders in the community. In addition to the youth focus group, 26.4% of survey responses were from youth age 18 or younger. Youth priorities that emerged through the focus group include

APPENDIX B. Public Outreach and Engagement
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an emphasis on education and community events, improvements to bike lanes and sidewalks, and more opportunities for homes and businesses to install solar panels. When asked how they envisioned a sustainable Maywood, students responded that Maywood can set an example by increasing awareness in the community about how to care for the environment.

Both the survey and focus group served as tools to shape the direction and policies of the CAARP.

Engagement not only helped to identify community priorities and needs around climate planning; it also illuminated the opportunity for increased and ongoing engagement, education, and action with the community on climate and sustainability topics.

Key Takeaways from Phase 2 Community
Engagement
During Phase 2 of the CAARP, community engagement efforts focused on prioritizing strategies for mitigation and adaptation. Community engagement for Phase 2 kicked off in May 2025 and included:
● A community survey offered in English and Spanish
● Two advisory committee meetings
● Five one-on-one stakeholder meetings
● A focus group of Maywood youth leaders
The survey received 139 responses in total and was distributed online and in-person at the City’s summer health fair and National Night Out event. Survey distribution was supported by the Gateway Cities Council of Governments (GCCOG) through their Regional Climate Collaborative.

Survey participants represented diverse age and income groups: 9 percent were 25 or younger, and 9 percent were 58–88 years old. Approximately 65 percent of respondents reported incomes $60,000 or below, with 19 percent below $25,000. In comparison, Los Angeles County’s median income was $90,845 in 2024. 63 percent of survey participants were renters. Of the 139 survey

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responses, 37 percent were completed in Spanish. To address mistrust in sharing personal information, participants were given the option not to indicate income, age, and other socioeconomic details, resulting in a non-response rate of approximately 8 percent for demographic questions. Participants were not asked to share contact information.

The CAARP Advisory Committee was composed of representatives from local nonprofit organizations, neighboring cities, and regional government agencies. The Advisory Committee was created to more deeply engage a wider group of stakeholders and help prioritize mitigation and adaptation strategies.

Because of the expertise of the group, the Advisory Committee also gathered resources and ideas to support the City’s implementation of the CAARP. The Advisory Committee included representatives 87,
69%
40,
31%
Do you rent or own your
home?
Rent/Lease Own
27, 21%
32, 25%
30, 24%
14, 11%
5, 4%
19, 15%
What is your household's annual
income?
<$25,000 $25,000 - $40,000
$40,001 - $60,000 $60,001 - $100,000
>$100,001 I prefer not to answer

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from Gateway Cities Council of Governments, East Yard Communities for Environmental Justice (EYCEJ), Amigos de Los Rios, LA Nature for All, the Climate Initiative, City of Los Angeles, Los Angeles Regional Collaborative for Climate Action, City Fabrick, Tree People, Climate Resolve, South Coast Air Quality Management District, Sierra Club Angeles Chapter, and GRID Alternatives.

In addition to advisory committee meetings, one-on-one stakeholder meetings were held with the GCCOG, City Fabrick, Sierra Club, EYCEJ, and The Climate Initiative. These conversations provided additional resources and ideas for implementation.

ILG held a youth focus group with the Maywood
YMCA’s Youth Leadership program. Five youth
participants shared their climate concerns and vision
for a cleaner, greener Maywood. The group felt that
Maywood was a great place to live because of the
close-knit community and accessibility to school, the
YMCA, jobs, supermarkets, and Riverfront Park.

Participants shared that heat and lack of safety while
walking and skating are primary issues. The group
connected climate issues to other areas of concern,
such as smoking, drug use, mental health support,
and safety for immigrants.

In Phase 2, the following issues emerged as key
priorities for the community:
● Improving the active transportation environment
● Increasing access to and frequency of public
transportation
● Planting trees as a preferred cooling method,
strategy to beautify the city, and strategy to
reduce energy use and promote active
transportation
● Limiting trucking and other industrial uses in the
city
● Building on regional partnerships to achieve the
City’s climate goals
The full survey results, Advisory Committee feedback,
stakeholder feedback, and youth input can be found
below.

APPENDIX B. Public Outreach and Engagement
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Phase 2 Survey Analysis and Stakeholder Input
Introduction
Throughout Phase 2 of the community engagement process, Maywood community members identified five key topics of concern: extreme heat, energy efficiency, air pollution, clean transportation, and water quality. This report includes analysis of related survey questions and suggestions/resources from Advisory Committee members for those five topics.

1. Extreme Heat
Extreme heat is a top area of concern for Maywood community members. Extreme heat can lead to public health and safety concerns, such as fatigue, heat stroke, heat exhaustion, and heat cramps. It also usually leads to increased energy consumption due to longer (and/or more frequent) use of air conditioning.

One 2025 survey question focused on this topic:
● Survey Question 1: Which strategies or actions do you think the City should take to address extreme heat in Maywood? Please select your top three. (Total responses: 138) The top four strategies selected by survey respondents were:

1. Create a cooling center in the community with backup power and air conditioning for people to go to on hot days. (78/138, 57%)

2. Plant more trees and shade structures to increase shade. (78/138, 57%)

3. Make sure that critical facilities (like hospitals, schools, and emergency centers) have backup power systems in case of power outages. (59/138, 42%)

4. Provide incentives for installing energy efficient devices that lower temperatures in homes and buildings. (59/138, 42%)

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Youth leaders were especially supportive of urban greening as a cooling strategy. They liked that it would improve air quality and add shade, and also that it beautifies the City and makes it more enjoyable to walk around. Urban greening and beautification were both things that youth participants said would make them proud of their neighborhood.

Advisory Committee members and stakeholders highlighted urban greening and cooling centers as a priority over community education and back-up power systems. Advisory Committee members provided the following suggestions and resources:

Suggestions
● Explore a partnership with the school district to increase green playgrounds and add trees. The Los Angeles Living Schoolyards Coalition is working on greening LAUSD campuses. ● Explore opportunities to coordinate regionally on urban greening efforts along the LA River. ● Provide free trees to residents to plant in their front yards, especially in areas where the City right of way is too narrow to plant a tree.
● Use resilience hubs to prepare people to respond to emergencies by providing training for residents, staff, and CBOs.

Resources
● EYCEJ can support the implementation of cooling centers and resilience hubs. ● GCCOG is working on cooling centers regionally.
● Los Angeles Regional Collaborative for Climate Action and Sustainability (LARC) has an extremeheat education campaign with the L.A. County Department of Public Health. ● Listos California has additional extreme heat resources, including informational flyers in multiple languages.

2. Building Electrification and Energy Efficiency
Shifting to cleaner energy sources was one of the most common strategies surfaced during Phase 2 of community engagement. Specifically, retrofitting buildings’ electrical systems and upgrading appliances, though stakeholder groups recognized these were usually costly to do.

Two 2025 survey questions focused on this topic:
● Survey Question 2: What additional home energy assistance can the City provide to help you, and your family stay cool and keep your energy bill affordable? Please select your top three. (Total responses: 132)
The top four strategies selected by survey respondents were:

1. Offer incentives and support to install air conditioning or heat pumps. (73/132, 55%)

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2. Offer incentives and support to upgrade existing A/C. (60/132, 45%)

3. Offer financial assistance for electricity bills. (56/132, 42%)

4. Offer incentives and support to install insulation and weatherproofing for homes. (55/132, 42%) ● Survey Question 6: Energy from our homes and buildings is the second-biggest contributor to the City’s GHG emissions. Which of the following City actions would you support to reduce these emissions? Please select your top 3. (Total responses: 131) The top three strategies selected by survey respondents were:

1. Promote the installation of local solar energy systems by residents, businesses, and local government operations. (70/131, 53%)

2. Promote installation of cool roofs and pavements to reduce urban heat islands and the need for air conditioning. (59/131, 45%)

3. Arrange to have the community and government facilities receive 100% renewable electricity from the Clean Power Alliance (CPA), the community choice aggregator in Los Angeles County.

This could result in marginally higher monthly electricity payments, but account holders would have the option to revert to SCE standard service at any time. (52/131, 40%)

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Municipal Code Support
Stakeholders suggested the City adopt an “air conditioner to heat pump replacement policies” or “AC2HP code” to establish requirements to replace conventional central air conditioners (not window unit conditioners) with ducted heat pumps at time of burnout; and that homes wishing to install central A/C for the first time must use heat pumps instead.

Resources
● Cities and counties interested in adopting AC2HP codes can reach out to the statewide Local Energy Codes team for additional no-cost resources and support, ranging from additional economic analyses to draft code language and more. Email [email protected] or contact Misti Bruceri and directly at [email protected]. ● Additional support is available for jurisdictions in LA and Ventura counties through CPA Reach Codes.

Retrofit Support
Advisory Committee members and stakeholders provided the following retrofitting resources:

Resources
● The emPOWER Gateway program, which increases energy efficiency for low-income households in the most severely impacted neighborhoods within the Gateway Cities subregion. ● Southern California Edison’s (SCE) Charge Ready Home program provides eligible residents rebates of up to $4,200 to upgrade their home's electrical panel. ● L.A. County’s Healthy Stores Refrigeration Program helps small businesses in Los Angeles’ food deserts replace existing, inefficient refrigerators with new efficient models

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● The State of California’s Home Electrification and Appliance Rebates program provides funding for heat pumps for space heating and cooling, heat pump water heaters, cooktops, ranges, ovens, and heat pump clothes dryers, as well as electrical equipment such as electrical panel upgrades and wiring. (As of this writing, all single-family rebates are currently fully reserved.

Multifamily rebates are still available.)
● South Coast AQMD’s GO ZERO pilot incentive program for zero-NOx emission space and water heating appliances began on September 3, 2025.

Tenant Protection during Retrofits
Advisory Committee members and stakeholders expressed support for incorporating tenant protection measures alongside any existing building retrofits, to protect renters from displacement when landlords are making significant upgrades to residential properties. They also feel there is an underlying need for the City to continue supporting rent stabilization.

Resources
● Neighborhood Housing Services of Los Angeles County has efforts to increase home ownership. ● Sierra Club has a report on tenant protections and building electrification.

Protecting Against Energy Efficiency Scams
Committee members also noted the increase in scams related to solar installation or home energy improvements. Stakeholders emphasized the need to educate and build relationships within the community to reduce fear of scams.

To avoid scams and encourage residents to take advantage of incentives programs without fear of scams, stakeholders offered the following suggestions:
● Educate landlords and property owners about City-affiliated programs. ● Work with an official contractor and communicate about the program through official City channels.
● Offer workshops to help people understand how to participate in programs. ● Host demonstration events to show the efficacy of natural gas appliances. ● Work with an official service provider who can analyze residents’ energy bills and do home visits to provide recommendations on what type of retrofits are feasible.

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A Possible Clean Power Alliance Transition
In regard to joining the Clean Power Alliance (CPA), Advisory Committee members and stakeholders expressed concern about rising energy bills if the City opted for “100% Green Power,” CPA’s option for 100% renewable electricity. Stakeholders offered the following suggestions:
● Reach out to CPA early in the process to develop a strategy on how to educate and communicate with residents.
● Educate the community on the financial benefits of clean power, such as the health benefits, even if that benefit is not fully reflected in their utility bill.

3. Air Pollution
Poor air quality is also an issue of concern for Maywood residents. Advisory Committee members noted that all residents are vulnerable to air quality issues, but filtration systems and air quality improvements are especially important for schools and daycare centers.

One 2025 survey question focused on this topic:
● Survey Question 3: How can the City better support residents in reducing exposure to air pollution, especially during wildfires? Please select your top 3. (Total responses: 130) The top three strategies selected by survey respondents were:

1. Provide free air filtration devices for residents. (91/130, 70%)

2. Send out alerts and air quality updates via text or app. (70/130, 54%)

3. Set up public air filtration stations in community spaces. (49/130, 38%) In addition to solutions in the survey, the Advisory Committee and stakeholders strongly recommended that the City look into truck route restrictions and zoning changes to limit trucking and industrial use.

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Committee members provided the following suggestions:
● Adopt an ordinance and post signage to designate truck routes, limit idling around schools, and create time restrictions for truck routes.
● Explore an amortization policy to phase out land uses that do not conform with the City’s vision. ● Re-zone to allow for more corner or mid-block markets. ● Increase transit service along major corridors.

4. Transportation
Community members, Advisory Committee members, and stakeholders recognized the need for cleaner transportation options in Maywood. Committee members felt that measures to support ZEV adoption would impact fewer residents than if the City focused on improving the active transportation and public transportation environments.

Two 2025 survey questions focused on this topic:
● Survey Question 4: Half of the climate-warming GHG in Maywood is from cars and trucks. One effective strategy for reducing that pollution is through cleaner transportation alternatives. Which of the following City actions would you support? Please select your top 3. (Total responses: 131) The top four strategies selected by survey respondents were:

1. Provide resources and incentives for purchasing electric vehicles. (57/131, 44%)

2. Provide free or discounted public transit passes to everyone. (57/131, 44%)

3. Improve public transit with more routes, higher frequency, and/or extended hours of operation. (52/131, 40%)

4. Offer financial support to residents for purchasing electric bikes or scooters. (51/131, 39%)

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● Survey Question 5: Another effective strategy for reducing transportation emissions is to implement policies and land use changes that reduce the need to drive and promote greener alternatives (transit, biking, walking). Which of the following strategies do you think would be most effective in Maywood or would you be most likely to support or adopt? Please select your top 3. (Total responses: 132)
The top three strategies selected by survey respondents were:

1. Add shade, trees, signage, and landscaping to streets that make it easier and more comfortable to walk to work, school, transit, or local errands. (67/132, 51%)

2. Target residential development near transit routes, such as the Slauson Avenue and Atlantic Boulevard corridors. (58/132, 44%)

3. Create more safe bike lanes and pedestrian walkways. (52/132, 39%) Improving Active Transportation and Public Transportation Environments
Committee members and stakeholders recommended the following actions:
● Focus active transportation improvements on Atlantic Boulevard, Slauson Avenue, and Randolph Street.
● Improve access to Riverfront Park, schools, parks, and libraries. ● Plant more trees along sidewalks and bikelines to help with the heat. ● Align active transportation projects with neighboring cities so that streets passing through multiple cities have consistent sidewalks and bike lanes. ● Host “open street” events.
● Provide free or inexpensive bicycles and more bicycle storage.

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● Create more Class I or Class IV bike lanes, especially around routes that do not have heavy car traffic. ● Create more bus routes and increase the frequency of bus service. ● Add more seating and shade structure to bus stops.
● Coordinate with LA Metro on regional connectivity.
● Accompany any parking reductions with visible amenities and benefits to the active transportation environment.
● Explore congestion pricing that can fund ongoing infrastructure improvements. ● Encourage “park once” behavior, where visitors to main corridors can park and walk.

Zero-Emission Vehicle Charging Infrastructure
Committee members encouraged the City to work with the City of Vernon to create ZEV truck charging infrastructure to improve air quality.

Resources
● The emPOWER Gateway program, which increases energy efficiency for low-income households in the most severely impacted neighborhoods within the Gateway Cities subregion. ● Southern California Edison’s (SCE) Charge Ready Home program provides eligible residents rebates of up to $4,200 to upgrade their home's electrical panel. One of the most common reasons to upgrade a home’s electrical panel is to install an EV charger. ● According to LARC, the City should be eligible for reimbursement of up to 70% costs if they install chargers this year.

Public Safety While Walking
Youth leaders shared that one of the benefits of living in Maywood is they could reach their school, job, and home by walking, biking, or skating. They also identified six factors that could make them and their families feel unsafe walking in Maywood:

1. Extreme heat

2. Uninviting bus stops

3. Dim street lights at night

4. Walkways too close to moving cars

5. Encounters with people with mental health issues

6. Fear of encounters with ICE agents, including fear of deportation

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5. Flooding and Drought
Flooding and water conservation were also top of mind for survey respondents and the Advisory Committee. See the Appendix for specific locations in Maywood that community members felt were “flood-prone.” In line with the survey results, Advisory Committee members recommended that the City host educational programs and workshops, not just for flooding and water conservation, but also for topics like building electrification and active transportation.

Three 2025 survey questions focused on this topic:
● Survey Question 8: What types of resources would help your household prepare for storms and flooding? Select all that apply. (Total responses: 129) The top three resources selected by survey respondents were:

1. Emergency kits with supplies like food, water, and flashlights. (88/129, 68%)

2. Sandbags and flood barriers. (75/129, 58%)

3. Real time weather alerts or warnings sent to my phone. (69/129, 53%) ● Survey Question 9: What types of drought adaptation programs would be most useful for you and your family? Select all that apply. (Total responses: 127) The top three programs selected by survey respondents were:

1. Discounts on water-saving appliances (e.g., low-flow toilets, water-efficient sprinklers). (78/127, 61%)

2. Financial assistance for water bills. (72/127, 57%)

3. Rebates for drought-tolerant plants and landscaping that saves water. (65/127, 51%)

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● Survey Question 10: How would you prefer to learn about water conservation and drought programs and assistance? Select all that apply. (Total responses: 126) The top three methods selected by survey respondents were:

1. Share tips and resources on social media and local TV/radio stations. (65/126, 52%)

2. Host educational programs and demonstration events on how to save water at home. (63/126, 50%)

3. Distribute printed materials (flyers, pamphlets) with water-saving tips. (51/126, 40%) Advisory Committee members and stakeholders recommended the following actions:
● Create bioswales (channels that concentrate stormwater runoff while removing debris and pollution).
● Use permeable surfaces to prevent flooding.

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● Work with residents to remove unnecessary impermeable pavement. ● Provide residents with rain barrels.
● Create an urban orchard program.
● Create an educational toolkit with simple and accessible ways for people to save water at home.

Top 10 Most-Mentioned Ideas from Community
Feedback

1. Plant More Trees and Expand Shade – 18 mentions (≈26%) Includes requests for more trees on streets, in parks, near bus stops, plus shade canopies, shaded plazas, and resting areas.

2. Cooling Centers and Heat Resilience – 11 mentions (≈16%) Includes cooling centers, shaded playgrounds, splash pads, water fountains, and climateresilient community spaces.

3. Aquatic Center or Water Recreation – 7 mentions (≈10%) Requests for an aquatic center, splash pads, or water park as family-friendly cooling and recreation options.

4. Safer, Greener, and More Connected Streets – 7 mentions (≈10%) Includes sidewalk gap repair, safer crosswalks, bike lanes (especially protected), shaded transit stops, and LA River path connections.

5. Affordable and Accessible Transit Options – 6 mentions (≈9%) Support for better bus service, bike bus programs, golf carts for local trips, and active transportation alternatives.

6. Air Quality and Pollution Control – 6 mentions (≈9%) Includes regulating factories, Sterigenics monitoring, truck traffic regulation, anti-idling enforcement, and charging stations for commercial trucks.

7. Mosquito and Pest Control – 5 mentions (≈7%)
Includes mosquito treatments, repellents, fumigation, and pest control in parks.

8. Support for Solar Energy and Energy Efficiency – 5 mentions (≈7%) Includes solar panel incentives, backup battery rebates, solar-powered streetlights, central air rebates, and home insulation improvements.

9. Community Engagement and Communication – 5 mentions (≈7%) Requests for stronger communication via social media (TikTok, Instagram, YouTube), signs, PSAs, and community events; one suggestion for a City mascot.

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10. Parks and Public Spaces – 4 mentions (≈6%)
Requests for more parks, shaded playgrounds, clean streets, nurseries in schools, and safe/maintained public areas.

List of Flood-Prone Locations

1. Slauson Avenue (6 mentions)
Specific intersections: Slauson and Gifford Avenue, Slauson and Fishburn Avenue

2. Intersection of Atlantic Boulevard and Slauson Avenue (5 mentions)

3. Atlantic Boulevard (5 mentions)
Specific intersections: Atlantic and 58th Street, Atlantic and 55th Street, Atlantic and 61st Street

4. Pine Avenue (3 mentions)
Specific Intersections: 55th Street and Pine, 56th Street and Pine

5. Everett Avenue (3 mentions)
Specific intersections: Everett and 53rd Street, Everett and 52nd Street

6. Walker Avenue (3 mentions)
Specific intersections: Walker and 61st Street, Walker and Randolph Street, Walker and 60th Place

7. 52nd Street (2 mentions)
Specific intersections: 52nd and District Boulevard

8. Other locations:
a. 57th Street and Gifford Avenue
b. 54th Street and Cudahy Avenue
c. 61st Street and Alamo Avenue
d. 60th Street and Flora Avenue
e. East 55th Street
f. Riverfront Park
g. Fishburn Elementary School
h. Loma Vista Elementary School
i. LA Riverbed
j. Maywood Park

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APPENDIX C
Greenhouse Gas Emissions Inventory
and Forecast Methods
Purpose
This Appendix describes the greenhouse gas (GHG) emissions inventory accounting and forecasting methods used for the City of Maywood (City) Climate Action, Adaptation, and Resiliency Plan (CAARP). The Community GHG Inventory for the City is based on activities that occurred throughout the City during the calendar year by residents, businesses, and the City government. It provides an understanding of where GHG emissions originate and informed the development of emission reduction strategies and actions that were developed as part of the CAARP.

The 2023 Community GHG Inventory represents an update to the City’s baseline community GHG Inventory for the calendar year 2010, which was prepared as a component of the CAP Framework developed by the GCCOG, 13 and a 2015 Community GHG inventory that was originally prepared by Los Angeles County in 2019 as part of the OurCounty Sustainability Plan.

The 2023 Community GHG Inventory was developed to be methodologically consistent with the previously developed 2010 and 2015 inventories. To ensure consistency, the inventory years were cross-checked for inconsistencies between emissions by sector and updated to use consistent methodologies from ICLEI’s Community Protocol, where feasible. The most notable update to inventories was recalculating on-road transportation emissions using the same emissions model (EMFAC2021) across all inventory years. Additionally, socioeconomic data was adjusted to account for the latest available data from SCAG. The 2023 inventory provides a reference point for measuring progress in reducing GHG emissions over time and serves as the base year for forecasting future emissions. 13 The 2010 GHG inventory report is available on the GCCOG website: https://www.gatewaycog.org/initiatives-andprojects/air-quality/climate-action-planning-framework.

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Inventory Boundaries and Accounting Protocols
The 2023 Community GHG Inventory follows established protocols to ensure accurate and reliable data, including the Local Government Operations Protocol (LGOP) and the Global Protocol for Community-Scale Greenhouse Gas Inventories (GPC). The GHGs accounted for in this inventory include carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), and hydrofluorocarbons (HFCs).

The two frameworks described below are from the Greenhouse Gas Protocol:
● Scopes Framework: This framework captures GHG emissions produced within the geographic boundary of the City by categorizing emissions as scope 1, 2, or 3 in each sector:
○ Scope 1: Emissions produced from activities and sources within the entity’s boundaries; ○ Scope 2: Emissions generated from the use of grid-supplied electricity, heat, steam and/or cooling within the entity’s boundaries; and
○ Scope 3: Emissions occurring outside the entity’s boundaries due to activities taking place within the entity’s boundaries.
● City-Induced Framework: This framework measures GHG emissions attributable to activities and sources within a geographic boundary and covers selected scope 1, 2, and 3 emissions from each sector. This framework offers two reporting levels:
○ BASIC: Includes emissions from in-boundary transportation, building energy, and inboundary generated waste. ○ BASIC+: Includes all BASIC requirements as well as emissions from transmission and distribution grid losses; transboundary transportation; in-boundary generated waste emission sources; industrial processes and product use (IPPU); and agriculture, forestry, and other land use (AFOLU).

The 2023 GHG emissions inventories for the City use the City-induced BASIC+ Framework with global warming potential (GWP) values from the Intergovernmental Panel on Climate Change (IPCC) Fifth Assessment Report (AR5), unless otherwise specified (IPCC 2014). The inventory is prepared using sector-specific generation and resource consumption data for relevant subsectors included in the BASIC+ protocol. The accounting methods, data sources, and emission factors used for accounting 2023 emissions are detailed in the subsequent sections.

Data Sources
IPCC (Intergovernmental Panel on Climate Change). 2014. Climate Change 2014: Synthesis Report.

Contribution of Working Groups I, II, and III to the Fifth Assessment Report of the IPCC. Accessed August 2025. https://archive.ipcc.ch/report/ar5/syr/.

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2023 Community GHG Inventory Methods
This section describes the methods for estimating the GHG emissions from community activities and sources and presents the emissions inventory results for the year 2023. The community GHG emissions inventory for the City quantifies annual emissions from various activities occurring within the City, including emissions that occur indirectly because of those activities. The sectors included in the community inventory are:
● Energy (Electricity and Natural Gas)
● On-Road Transportation
● Off-Road Equipment
● Solid Waste
● Water
● Wastewater
● Short-lived Climate Pollutants (SLCPs)
The sector-specific methods and emissions inventories are presented below.

Energy
This sector includes emissions from energy use (electricity and natural gas) in residential and nonresidential (commercial/institutional/agricultural and manufacturing/industrial) buildings.

Table C-1 breaks down the activity use of energy for each sector. Table C-2 presents the emission factors used for each utility.

TABLE C-1 2023 Energy Use and Emissions
Energy Sector Activity Data Activity Unit Emissions (MTCO2e) ELECTRICITY 64,402,444 MWH 10,948
Residential Electricity 25,027,422 kWh 4,255
Nonresidential Electricity 39,375,022 kWh 6,694
NATURAL GAS 2,293,348 THERMS 12,205
Residential Natural Gas 1,673,395 Therms 8,905
Nonresidential Natural Gas 619,953 Therms 3,299
Total 23,153

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TABLE C-2 2023 Energy Emission Factors
Utility/Fuel Emission Factor Units
SCE 375 lbs CO2e per MWh
Residential/Commercial Natural Gas 11.73 lbs CO2e per therm Industrial Natural Gas 11.71 lbs CO2e per therm
* Only residential buildings used SDG&E as a utility provider Residential Energy
This category includes direct emissions from the consumption of natural gas and indirect emissions from grid-supplied electricity consumed by residential buildings in the City. Direct GHG emissions from natural gas consumption in residential buildings are calculated using SoCalGas natural gas consumption data and emission factors from the Climate Registry. Indirect GHG emissions from electricity consumption in residential buildings are calculated using data provided by Southern California Edison (SCE), including electricity consumption, emission factors, and power mix.

Data Sources
● Natural gas and electricity consumption data provided by SCE and SoCalGas. ● SCE Emission Factor. https://download.edison.com/406/files/20245/eix-2023-sustainabilityreport.pdf?Signature=No0J1wmD%2F9RyrSKOsbYW7BKWMGA%3D&Expires=1736796786&AWSA ccessKeyId=AKIAJX7XEOOELCYGIVDQ&versionId=xtFaY0bJYnXT90468zJhc4oar_ZyN5Wo&respons e-content-disposition=attachment.
● The Climate Registry. 2024 Default Emission Factors. https://theclimateregistry.org/wpcontent/uploads/2024/03/2024-Emission-Factor-Document_FINAL.pdf. ● USEPA (U.S. Environmental Protection Agency). eGRID. https://www.epC.gov/energy/emissionsgeneration-resource-integrated-database-egrid.

Nonresidential Energy
This category includes direct emissions from the consumption of natural gas and indirect emissions from grid-supplied electricity consumed by nonresidential buildings including commercial, municipal, institutional (such as schools, hospitals, and other public facilities), agricultural, manufacturing and industrial buildings. Direct GHG emissions from natural gas consumption in nonresidential buildings are calculated using SoCalGas natural gas consumption data and emission factors from The Climate Registry. Indirect GHG emissions from electricity consumption in nonresidential buildings are calculated using data provided by Southern California Edison (SCE), including electricity consumption, emission factors, and power mix.

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Data Sources
● Natural gas and electricity consumption data provided by SCE and SoCalGas. ● SCE Emission Factor. https://download.edison.com/406/files/20245/eix-2023-sustainabilityreport.pdf?Signature=No0J1wmD%2F9RyrSKOsbYW7BKWMGA%3D&Expires=1736796786&AWSA ccessKeyId=AKIAJX7XEOOELCYGIVDQ&versionId=xtFaY0bJYnXT90468zJhc4oar_ZyN5Wo&respons e-content-disposition=attachment.
● The Climate Registry. 2024 Default Emission Factors. https://theclimateregistry.org/wpcontent/uploads/2024/03/2024-Emission-Factor-Document_FINAL.pdf. ● USEPA (U.S. Environmental Protection Agency). eGRID. https://www.epC.gov/energy/emissionsgeneration-resource-integrated-database-egrid.

On-Road Transportation
The on-road transportation sector includes GHG emissions from annual VMT of on-road passenger vehicles, trucks, and buses. Table C-3 presents vehicle category, annual VMT, and emissions for the on-road transportation sector.

TABLE C-3 2023 Transportation Activity Data and Emissions by Vehicle Type Vehicle Category Annual VMT Emissions (MTCO2e)
Passenger 125,212,534 41,971
Truck 4,777,603 4,403
Bus 270,650 568
Total 130,260,788 46,942
NOTES: MTCO2e = metric tons of carbon dioxide equivalent; VMT = vehicle miles traveled VMT for the City is estimated using a trip-based travel forecasting model developed by SCAG. SCAG’s 2024 Regional Travel Demand Model, the version for which a complete dataset was available at the time of modeling, was used by Fehr and Peers to analyze the transportation network and socioeconomic data such as population, household, and employment, to forecast daily vehicle trips and VMT for each traffic analysis zone (TAZ) within the City. 14 Emissions from passenger vehicles, trucks, and buses are estimated based on VMT by each vehicle type. 14 VMT estimates for large urban areas are commonly developed using regional travel demand models. These models are developed and periodically updated, calibrated, and validated for use in long range infrastructure planning, environmental impact assessments, and air quality conformity analyses by local and regional agencies.

Trip-based travel forecasting models generate (output) daily vehicle trips for each TAZ across various trip purposes based on inputs such as the transportation network and socioeconomic data such as population, household, and employment. SCAG staff maintain a regional travel demand model that uses a four-step model process to arrive at a set of forecast vehicle trips based on the data described above.

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The 2024 SCAG Regional Travel Demand Model has a base year of 2019 and horizon year of 2050.

VMT for the inventory year was linearly interpolated from the 2019 and 2050 model values. Daily VMT are estimated using the origin-destination analysis approach (Full Accounting Method) and Boundary Method.

The Full Accounting Method accounts for VMT depending on where the trip starts and ends. This method tracks (and “fully accounts” for) all the vehicle trips being generated by a geographic area (i.e., a city) across the entire regional network, ana allows for the isolation of different types of VMT as follows.
● Internal-internal (II) VMT: Includes all trips that begin and end entirely within the geographic area of study.
● One-half of internal-external (IX) VMT: Includes one-half of trips with an origin within the geographic area of study and a destination outside of this area. This assumes that the geographic area under study shares half the responsibility for trips traveling to other areas. ● One-half of external-internal (XI) VMT: Includes one-half of trips with an origin outside of the geographic area of study and a destination within this area. Similar to the IX trips, the geographic area of study shares the responsibility of trips traveling from other areas. ● External-external (XX) VMT: Trips through the geographic area of study are not included. This approach is consistent with the concept used for the IX and XI trips. Therefore, the XX VMT would be assigned to other areas that are generating the trips.

The Full Accounting Method was utilized to develop the VMT estimates for the City because it more fully accounts for the length of regional travel generated in the city, not just the travel occurring on the city’s roadways. VMT data were estimated for passenger/light-duty vehicles and trucks for the City.

The Boundary Method is another way to measure VMT that estimates all the travel that takes place within a specific geographic area (for example, within City boundaries) and truncates the mileage of each trip to only the distance traveled within that border. Under this method, the VMT is estimated for Los Angeles County and captures all VMT occurring on their roadways, including all through trips that neither start nor end in the jurisdiction. This is done by selecting the roadway links within the SCAG model by City. VMT is then calculated based on the link volumes and link lengths within each area.

The Boundary Method was utilized to provide an estimate of all VMT occurring within Los Angeles County. Since emissions vary by type of vehicle and by speed of travel, VMT was calculated separately for passenger/light duty vehicles, trucks, and transit (buses), and then categorized by speed bins (in 5 MPH increments) by time of day.

Emissions were calculated using the California Air Resources Board’s (CARB) EMission FACtors 2021 model (EMFAC2021). EMFAC2021 generates vehicle emission rates by area, year, vehicle type, fuel type, speed, and other parameters. EMFAC2021 was run for Los Angeles County for 2023 in “emission rate” mode to generate vehicle travel emission factors for all vehicle types and fuel types

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for aggregated (average) speeds. The EMFAC vehicle type categories were aligned with the three categories of VMT provided by Fehr & Peers (passenger, truck, and bus). 15 The EMFAC emission factors by vehicle type and fuel assigned to passenger VMT and truck VMT were then weighted using City-wide VMT and trip generation profiles for each vehicle type modeled in EMFAC2021. 16 Table C-4 shows the emission factors used for each vehicle type. Note that there are three separate emission factors for each class of truck (light-heavy duty, medium-heavy duty, and heavy-heavy duty).

TABLE C-4 2023 Transportation Emission Factors by Vehicle Type Vehicle Category Emission Factor (gCO2e/mile)
Passenger 335.2
Light Heavy-Duty Trucks 629.0
Medium Heavy-Duty Trucks 1,328.6
Heavy Heavy-Duty Trucks 1,757.1
Bus 2,098.2
NOTES: gCO2e = grams of carbon dioxide equivalent
SOURCE: EMFAC2021
Data Sources
● 2024 SCAG Regional Travel Demand Model, provided by Fehr & Peers. ● Fehr & Peers Modeling Analysis (February 2025).
● EMFAC2021 Model. https://arb.ca.gov/emfac/.

Solid Waste
Emissions generated at landfills by solid waste in the City are reported under the solid waste sector.

GHGs from solid waste are comprised mainly of methane (CH4) emissions with a small percentage being attributed to CO2 as a result of methane oxidizing in the cover soil of a landfill.

Solid waste disposal tonnage for 2023 was provided by the City. The disposed waste tonnage for each year was characterized using data from CalRecycle. Emission factors for each waste category, in units of metric tons of CH4 per ton of waste, were obtained from the ICLEI Community Protocol.

These emission factors were then applied to the characterized solid waste data to estimate GHG 15 The “passenger vehicle” category corresponds to EMFAC vehicle categories LDA, LDT1, LDT2, MCY, and MDV. The “trucks” category corresponds to EMFAC vehicle categories LHDT1, LHDT2, MHDT, HHDT. 16 For example, if the LDA vehicle type represents 70% of VMT at an emission rate of 300 grams CO2 per mile and the LDT1 vehicle type represents 30% of VMT at an emission rate of 350 grams CO2 per mile, the VMT-weighted emission rate for LDA and LDT1 vehicles combined is calculated as follows: 70% * 300 + 30% * 350 = 315 grams CO2 per mile.

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emissions associated with disposal of waste in the landfill. Table C-5 illustrates waste volume and emissions generated by City waste.

TABLE C-5 2023 Solid waste Activity Data and GHG Emissions Jurisdiction Total Waste Disposal (tons) Emissions (MTCO2e) Maywood 16,553 5,322
NOTES: MTCO2e = metric tons of carbon dioxide equivalent; Data Sources
● CalRecycle. 2023. Disposal Facility Based Characterization of Solid Waste in California. https://www2.calrecycle.cC.gov/Publications/Details/1666. ● ICLEI. U.S. Community Protocol for Accounting and Reporting of Greenhouse Gas Emissions.

Appendix E, Solid Waste Emission Activities and Sources. https://icleiusC.org/ghg-protocols/.

Off-Road Equipment
The off-road equipment subsector includes emissions from heavy equipment fuel combustion (gasoline, diesel, and natural gas). Table C-6 presents fuel usage and emissions for the off-road fleet and equipment subsector.

TABLE C-6 2023 Off-Road Equipment Activity Data and Emissions by Fuel Type Source Fuel Use (gallons) Emissions (MTCO2e)
Diesel 125,163 1,289
Gasoline 104,988 925
Natural Gas 46,129 267
Total 276,369 2,481
NOTES: MTCO2e = metric tons of carbon dioxide equivalent Off-road equipment emissions were calculated using CARB’s OFFROAD2021 Emissions Inventory Tool.

OFFROAD2021 includes many offroad equipment types by sector and subsector. All sectors were included in the emissions inventory. Total fuel consumption by sector was provided in the OFFROAD2021 output, apportioned to from the County to the City using employment data, and used to calculate the GHG emissions using standard emission factors per gallon for diesel, gasoline, and natural gas.

Data Sources
● California Air Resources Board (CARB). OFFROAD2021 Emissions Inventory Tool:
https://arb.cC.gov/emfac/offroad/emissions-inventory.

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● The Climate Registry. 2024. Default Emission Factors. https://theclimateregistry.org/wpcontent/uploads/2024/03/2024-Emission-Factor-Document_FINAL.pdf.

Water
This sector includes emissions from water treatment and distribution of community water use within the City. Emissions in this section were calculated by determining total water consumption in the City, calculating the distribution and treatment electricity used for the total water consumption, and estimating emissions from the electricity use. Total water consumption was estimated by extrapolating acre foot (AF) per capita water use through water service and population data provided by one of the three water companies within the City, Tri-City Mutual Water. The AF per capita water use factor was applied to the entire population of the City. Electricity use for water conveyance and treatment was estimated using the total City water consumption and electricity intensities derived from distribution electricity use provided by Tri-City Mutual Water, and South Coast region water treatment from California’s Water-Energy-Climate Nexus report. Emissions from distribution and treatment electricity use was estimated using SCE emission factors.

Table C-7 breaks down water use estimates and associated emissions for each water company within the City. Table C-8 indicates the electricity intensity factors, emission factors, and populations that were used in the water use emission calculations.

TABLE C-7 2023 Water Use, Energy Demand, and Emissions
Sector Water Use (AF) Electricity Use (MWh) Emissions (MTCO2e) Maywood 3,733 2,953,383 502
TABLE C-8 2023 Water Intensity and Emission Factors
Factor Unit

EMISSION FACTORS
SCE 375 lbs CO2e per MWh

ENERGY INTENSITY FACTOR, TRI-CITY MUNICIPAL WATER
Water Distribution 564 kWh per AF

ENERGY INTENSITY FACTORS, SOUTH COAST HYDROLOGICAL REGION Conventional Drinking Water Treatment 227 kWh per AF
Data Sources
● The Pacific Institute. 2021. The Future of California’s Water-Energy-Climate Nexus. September 2021. Table 4. p. 18. https://pacinst.org/wp-content/uploads/2021/09/Water-EnergyReport_Sept-2021.pdf.

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● SCE Emission Factor. https://download.edison.com/406/files/20245/eix-2023-sustainabilityreport.pdf?Signature=No0J1wmD%2F9RyrSKOsbYW7BKWMGA%3D&Expires=1736796786&AWSA ccessKeyId=AKIAJX7XEOOELCYGIVDQ&versionId=xtFaY0bJYnXT90468zJhc4oar_ZyN5Wo&respons e-content-disposition=attachment.

Wastewater
Wastewater emissions are calculated using population-based equations from the U.S. Community Protocol for Accounting and Reporting of Greenhouse Gas Emissions and SCAG population data.

Table C-9 breaks down wastewater emissions for the City into the different stages of wastewater treatment and the emissions associated.

TABLE C-9 2023 Wastewater Emissions
Sector Emissions (MTCO2e)
Process Emissions 21
Effluent Discharge Emissions 506
Septic Systems 156
Collection 54
Treatment 231
Total 968
Data Sources
● U.S. Community Protocol for Accounting and Reporting of Greenhouse Gas Emissions, Appendix F, Wastewater and Water Emission Activities and Sources, Version 1.1, 2013:
https://icleiusC.org/us-community-protocol/.

Short-Lived Climate Pollutants
Short-lived climate pollutant (SLCP) emissions were estimated for two categories:

1. Mobile Sources – Vehicle Air Conditioning: includes fluorinated gas (F-gas) emissions from vehicle air conditioning (AC) operation.

2. Residential AC, Refrigerators, Consumer Products, MDI, Foam, Medical, and Fire Suppression: includes F-gas emissions from residential AC operation (refrigerants), residential refrigerator use (refrigerants), use of consumer products (aerosol propellants, such as in hairspray), Metered Dose Inhaler (MDI) aerosol propellants, insulating foams, medical sterilants, and fire suppression (e.g., fire extinguishers).

The refrigerant emissions by category are presented in Table C-10.

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TABLE C-10 2023 Refrigerant Emissions
Category
Emissions
(MTCO2e)
Mobile Sources 967
Residential AC, Refrigerators, Consumer Products, MDI, Foam, Medical, and Fire Suppression 3,635 Total 4,602
Mobile Sources – Vehicle Air Conditioning
Vehicle population data for Los Angeles County were obtained from EMFAC2021. VMT data were obtained from the SCAG 2024 Regional Model. Emission rates for vehicle air conditioning (AC) were obtained from CARB’s statewide inventory F-Gas model (Gallagher 2023). Off-road vehicle data was obtained from CARB’s OFFROAD2021 model.

Average vehicle total refrigerant loss rates for light-duty autos (0.17 lbs/yr), heavy-duty vehicles (0.91 lbs/yr), buses (2.95 lbs/yr), and off-road vehicles (0.91 lbs/yr) (Gallagher 2015) were multiplied by statewide speciation values for each relevant refrigerant type including HFC-125, HFC-134a, HFC143a, and HFO-1234yf to determine average vehicle refrigerant loss rates by refrigerant types. CFC12 and HCFC-22 were not included because these refrigerants are being phased out under the Montreal Protocol and were not included in the statewide GHG inventory.

For on-road vehicles, these loss rates were then multiplied by the total vehicle populations for each vehicle type category for Los Angeles County (obtained from EMFAC2021) to determine City-wide refrigerant loss emissions. These emissions were multiplied by the GWP values from the IPCC AR4 report, consistent with the statewide GHG inventory. Emission factors were derived on a per-VMT basis (grams per mile) using Citywide VMT from the EMFAC2021 model. These emission factors were then multiplied by City-specific VMT obtained from the SCAG 2024 Regional Model (see On-Road Transportation sector above).

For off-road vehicles, the average vehicle loss rate was multiplied by the total vehicle populations for each vehicle type category for Los Angeles County (obtained from the OFFROAD2021 model) to determine City-wide refrigerant loss emissions. These emissions were multiplied by the GWP values from the IPCC AR4 report, consistent with the statewide GHG inventory. Citywide emissions were apportioned to the unincorporated City using employment data, following the same approach as was used to apportion gallons of fuel consumed as described in the Off-road Emission sector.

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Residential AC, Refrigerators, Consumer Products, MeteredDose Inhalers, Foam, Medical, and Fire Suppression F-gas emissions were obtained from CARB’s statewide inventory F-Gas model (Gallagher 2023).

Statewide population and housing data were obtained from the California Department of Finance (CA DOF) (CA DOF 2023). 17 City population and housing data were obtained from the SCAG 2024 Regional Model.

Statewide refrigerant emissions for residential AC and refrigerators were scaled based on housing.

This approach was recommended by CARC. 18 Statewide housing estimates were obtained from the California Department of Finance; 19 City-specific housing data were obtained from the SCAG 2024 Regional Model. Emissions of HFC-32, HFC-125, HFC-134a, and R-600a Isobutane were included. As discussed above, CFC-12 and HCFC-22 were not included.

Statewide refrigerant emissions for consumer products, metered-dose inhalers (MDI), foam, medical, and fire suppression were scaled based on population. This approach was recommended by CARC. 20 Statewide population estimates were obtained from the California Department of Finance; 21 City-specific population data were obtained from the SCAG 2024 Regional Model. Emissions of HFC-32, HFC-125, HFC-134a, and R-600a Isobutane were included. As discussed above, CFC-12 and HCFC-22 were not included.

Data Sources
● CA DOF (California Department of Finance), Population and Housing Estimates, 2023:
https://dof.cC.gov/forecasting/demographics/estimates/
● CARB, EMFAC2021 Model: https://arb.cC.gov/emfac/emissionsinventory/c3a757e884363e857de19a89c291e03223b875bc ● CARB, OFFROAD2021 Emissions Inventory Tool: https://arb.cC.gov/emfac/offroad/emissionsinventory ● Gallagher, Glenn, Air Pollution Specialist, California Air Resources Board Research Division, email communication, February 20, 2023.
● Gallagher, Glenn, 2015, ARB Methodology to Estimate GHG Emissions from ODS Substitutes. 17 CA DOF, Population and Housing Estimates, 2023. https://dof.cC.gov/forecasting/demographics/estimates/ 18 Gallagher, Glenn, Air Pollution Specialist, California Air Resources Board Research Division, email communication, February 20, 2023.
19 CA DOF, Population and Housing Estimates, 2023. https://dof.cC.gov/forecasting/demographics/estimates/ 20 Gallagher, Glenn, Air Pollution Specialist, California Air Resources Board Research Division, email communication, February 20, 2023
21 CA DOF, Population and Housing Estimates, 2023. https://dof.cC.gov/forecasting/demographics/estimates/

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Emissions Forecasting Methods
This section describes the approach used to forecast future emissions based on current population and regional growth trends, land use growth patterns, and current regulations and policies. The business-as-usual (BAU) forecast projects the growth in GHG emissions that would occur if no further action were to be taken by the City or the State of California after 2023, based on the continuation of existing trends in demographic growth (such as population and housing. The Adjusted BAU forecast provides an estimate of future emission that accounts for the expected outcomes of federal and state regulatory actions.

Emissions forecasts are based on the 2023 baseline inventory along with socio-economic trends, population growth, historic emission patterns, and existing policies and legislation that affect GHG emissions. Each sector was forecasted to 2035 and 2045 using the socioeconomic data (SED) obtained from the 2024 SCAG Regional Travel Demand Model (2024 RTDM), which was used by Fehr & Peers to model future VMT. The 2024 RTDM is aligned with SCAG’s 2024 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS), Connect SoCal. Population, housing, employment by sector, and VMT data were provided for 2035 and 2045 for the unincorporated City.

Business-As-Usual
The BAU forecast represents future emissions based on current population and regional growth trends, land use growth patterns, and regulations or policies which that were in effect prior to the 2023 baseline year. The BAU scenario demonstrates the growth in GHG emissions that would occur if no further action were to be taken by the City, State, or Federal government after 2023.

Adjusted Business-As-Usual
The Adjusted BAU forecast accounts for emissions reductions that are expected to result from the following programs and policies:
● California’s Renewable Portfolio Standard (RPS) program, Senate Bill 100 (SB 100), and Senate Bill 1020 targets for renewable energy;
● Advanced Clean Cars I and II (ACCI & ACCII) and Pavley; ● CALGreen Title 24 energy efficiency standards and;
● Senate Bill 1383 (SB 1383)
Each of these adjustments is explained in the following sections.

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Regulatory Actions
Renewables Portfolio Standard and SB 87 7
The Clean Energy and Pollution Reduction Act of 2015, or Senate Bill 350 (Chapter 547, Statutes of 2015) was approved by Governor Brown on October 7, 2015. SB 350 increased the standards of the California RPS program by requiring that the amount of electricity generated and sold to retail customers per year from eligible renewable energy resources be increased from 33% to 50% by December 31, 2030. On September 10, 2023, Governor Brown signed SB 100, establishing that 100% of all electricity in California must be obtained from renewable and zero-carbon energy resources by December 31, 2045. SB 100 also creates new standards for the RPS goals that were established by SB 350 in 2015. Specifically, the bill increases required energy from renewable sources for both investor-owned utilities and publicly owned utilities from 50% to 60% by 2030. Incrementally, these energy providers must also have a renewable energy supply of 33% by 2020, 44% by 2024, and 52% by 2027. The updated RPS goals are considered achievable, since many California energy providers are already meeting or exceeding the RPS goals established by SB 350. The Adjusted BAU forecast accounts for these renewable energy targets, as discussed below.

To account for California’s RPS targets under SB 100 in the Adjusted BAU forecast, the GHG emission factors for electricity consumption were adjusted. These emission factors represent indirect GHG emissions generated at power plants and are applied to electricity consumption in the City. The RPS has the effect of lowering indirect emissions associated with electricity consumption because it mandates increasing percentages of renewable sources of power supplied by electricity utilities in future years. The RPS requires 60% eligible renewables by 2030 and 100% carbon-free by 2045. 22 To adjust for the RPS in future years, indirect electricity emission factors reported for each utility within the City, along with the energy power mix, were collected for the years 2023–2021. The CEC reports power mix data in Power Content Labels; these are available through 2021 for all utilities. 23 Based on data reported for 2023–2021, a composite “non-RPS” emission intensity factor was generated for each year. This factor is calculated based on the reported total emission factor and the non-RPS power mix. Then, for each forecast year (2030 and 2045), an emission factor for total delivered electricity was calculated based on these composite “non-RPS” emission intensity factors for each reported year and the projected RPS requirement for eligible renewables for each year. 22 RPS-eligible resources include solar, wind, geothermal, small hydroelectric, or biopower facilities that are located within the Western Electricity Coordinating Council (WECC) region, which encompasses fourteen western U.S. states and portions of Canada and Mexico. The majority of RPS-eligible electricity currently comes from solar and wind. Large hydroelectric dams and nuclear facilities, two major sources of carbon-free power, are not RPS-eligible. 23 California Energy Commission (CEC), Power Content Labels, 2021. https://www.energy.cC.gov/programs-andtopics/programs/power-source-disclosure-program/power-content-label/annual-power-1. Accessed January 2024.

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Pavley Vehicle Standards and Advanced Clean Cars I
In 2002, Governor Gray Davis signed AB 1493. AB 1493 requires that CARB develop and adopt, by January 1, 2005, regulations that achieve “the maximum feasible reduction of greenhouse gases emitted by passenger vehicles and light-duty trucks and other vehicles determined by CARB to be vehicles whose primary use is noncommercial personal transportation in the State.” To meet the requirements of AB 1493, in 2004 CARB approved amendments to the California Code of Regulations, adding GHG emissions standards to California’s existing standards for motor vehicle emissions. All mobile sources are required to comply with these regulations as they are phased in from 2009 through 2016. These regulations are known as the Pavley standards (named for the bill’s author, State Senator Fran Pavley).

In January 2012, pursuant to Recommended Measures T-1 and T-4 of the Original Scoping Plan, CARB approved the Advanced Clean Cars I 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 smogforming emissions. The 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 EPA GHG requirements for those same model years. 24 The EMFAC2021 model incorporates Pavley and ACCI, therefore, the Adjusted BAU forecasts accounts for these vehicle fleet efficiency standards.

Advanced Clean Cars II
Governor Gavin Newsom signed an executive order (Executive Order No. N-79-20) on September 23, 2020, which would phase out sales of new gas-powered passenger cars by 2035 in California with an additional 10-year transition period for heavy vehicles. The State would not restrict used car sales, nor forbid residents from owning gas-powered vehicles. In accordance with the Executive Order, CARB is developing a 2020 Mobile Source Strategy, a comprehensive analysis that presents scenarios for possible strategies to reduce the carbon, toxic and unhealthy pollution from cars, trucks, equipment, and ships. The strategies will provide important information for numerous regulations and incentive programs going forward by conveying what is necessary to address the aggressive emission reduction requirements.

The primary mechanism for achieving the ZEV target for passenger cars and light trucks is CARB’s ACC II Program. The ACC II regulations will focus on post-2025 model year light-duty vehicles, as requirements are already in place for new vehicles through the 2025 model year. A rulemaking 24 Advanced Clean Car I program information available online at: https://ww2.arb.cC.gov/ourwork/programs/advanced-clean-cars-program/about. Accessed January 2024.

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package was presented to the Board in June 2022 and was adopted on November 30, 2022. The Adjusted BAU forecast accounts for these vehicle fleet efficiency standards by implementing ACCII adjustment factors to EMFAC2021 model outputs.

CAL Green (Title 24 Building Energy Efficiency Standards) The CEC first adopted Energy Efficiency Standards for Residential and Nonresidential Buildings (CCR Title 24, Part 6) in 1978 in response to a legislative mandate to reduce energy consumption in the State. Although not originally intended to reduce GHG emissions, increased energy efficiency and reduced consumption of electricity, natural gas, and other fuels would result in fewer GHG emissions from residential and nonresidential buildings subject to the standard. The standards are updated periodically (typically every three years) to allow for the consideration and inclusion of new energy efficiency technologies and methods (CEC 2016). The current Title 24, Part 6 standards (2019 standards) were made effective on January 1, 2020. The new Title 24, Part 6 standards (2022 standards) were adopted by the CEC in August 2021 and became effective on January 1, 2023. The Adjusted BAU forecasts accounts for these updates to Title 24, as discussed below.

Under the Adjusted BAU scenario, energy use was adjusted to reflect the effects of Title 24 standards. Title 24 Building Efficiency Standards are updated every three years by the California Energy Commission. Energy efficiency improvements were determined by estimating the increased energy efficiency percentages for the 2019 Title 24 standards (CEC 2020) implemented in 2020, and the 2022 standards implemented in 2023 (CEC 2021a). The 2019 percentages are based on CEC estimates for residential and nonresidential buildings and assume that the solar photovoltaic (PV) requirement is met. The 2022 percentages were calculated based on CEC’s Draft Environmental Impact Report for the 2022 standards which outlines the changes in building energy use from the 2019 to 2022 standards on a project-by-project basis (CEC 2021b). Weighted averages were taken to generate efficiency change values for single and multifamily residential buildings for both electricity and natural gas. Because energy efficiency increases are unknown after implementation of 2022 Title 24 Standards, the 2022 Title 24 efficiency increases are applied to future years.

SB 1383
California Senate Bill 1383 (SB 1383) aims to reduce short-lived climate pollutants by cutting organic waste disposal by 75 percent from 2014 levels by 2025. It mandates all jurisdictions to provide organic waste collection services for residents and businesses, including food, green material, and other organic waste. As of January 1, 2022, residents and businesses must separate organic waste into designated bins. The bill also requires the recovery of at least 20 percent of currently disposed edible food by 2025 to combat food waste. SB 1383 is part of California's broader strategy to address climate change and improve air quality by reducing methane emissions from landfills. The Adjusted BAU forecast of the community solid waste sector accounts for SB 1383 based on the goal of reducing organic waste disposal by 75 percent from 2014 levels by 2025.

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BAU and Adjusted BAU Forecasts
Table C-11 presents the SED used for the BAU and Adjusted BAU forecast, while Table C-12 indicates which sets of socioeconomic and activity data were used to forecast each sector.

Table C-13 details the community inventory along with 2035 and 2045 emissions forecast broken down by sector and subsector.

TABLE C-11 Maywood Socioeconomic Data
Metric 2023 2035 2045
Population 25,631 25,656 25,677
Households 6,559 6,727 6,867
Employment 4,149 4,207 4,254
Service Population 29,780 29,862 29,931
NOTE: Service population is the sum of population and employment.

SOURCE: Fehr & Peers, 2025
TABLE C-12 Community Forecasting Methods by Sector
Sector Activity Data Forecast Metric Used
Residential Energy Electricity consumption (MWh) and natural gas consumption (therms)
Households
Nonresidential Energy Electricity consumption (MWh) and natural gas consumption (therms)
Service Population
Transportation Vehicle miles traveled (VMT) Population, Households, Employment Solid Waste Waste disposed (tons) Service Population
Water Water use (AF) Service Population
Wastewater Wastewater emissions (MTCO2e) Service Population

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TABLE C-13 Community Inventory, BAU, and Adjusted BAU Forecasts by Sector (MTCO2e) Sector
Baseline BAU Adjusted BAU
2023 2035 2045 2035 2045
On-Road Transportation 46,942 45,509 44,314 21,263 8,973 Natural Gas 12,205 12,442 12,640 12,183 12,131
Electricity 10,536 10,663 10,769 1,761 0
Solid Waste 5,322 5,327 5,331 5,317 5,321
Short-Lived Climate Pollutants (SLCP) 4,602 4,663 4,727 4,663 4,727 Off-Road Equipment 2,481 2,471 2,573 2,471 2,573
Water & Wastewater 3,519 3,523 3,527 1,888 684
Total 85,607 84,598 83,881 49,546 34,410
Appendix C References Cited
California Energy Commission (CEC). 2016. Building Energy Efficiency Standards for residential and nonresidential buildings: Title 24, Part 6 and associated administrative regulations (2016 standards) (CEC-400-2015-037-CMF). Sacramento, CA: California Energy Commission. https://www.energy.ca.gov/sites/default/files/2021-06/CEC-400-2015-037-CMF.pdf CEC. 2020. 2019 Building Energy Efficiency Standards FAQ. Accessed January 2022. https://www.energy.cC.gov/sites/default/files/2020-
03/Title_24_2019_Building_Standards_FAQ_adC.pdf.

CEC. 2021a. 2022 Building Energy Efficiency Standards Summary. Accessed January 2022. https://www.energy.cC.gov/sites/default/files/2021-
08/CEC_2022_EnergyCodeUpdateSummary_ADC.pdf.

CEC. 2021b. Draft Environmental Impact Report: Amendments to the Building Energy Efficiency Standards (2022 Energy Code). May 19, 2021. https://www.energy.cC.gov/programs-andtopics/programs/building-energy-efficiency-standards/2022-building-energy-efficiency. Accessed January 2022.

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APPENDIX D
Greenhouse Gas Reduction Measure
Quantification Methods
Purpose
This appendix describes the methods for quantifying greenhouse gas (GHG) emissions reductions for the measures listed in the City of Maywood (City) Climate Action, Adaptation, and Resiliency Plan (CAARP).

Introduction
Calculation methods for described for GHG reduction measures associated with municipal government and community activities. These emissions reductions occur beyond those associated with the federal and state regulations and policies that are accounted for in the Adjusted BAU forecast. Reduction measures are categorized into seven sectors: Clean Energy (E), Green Buildings & Infrastructure (B), Zero-Emission Vehicles (V), Mobility (M), Off-Road Equipment Electrification (O), Recycling & Organic Waste Diversion (R), and Water Conservation & Reuse (W). Measures in the CAARP that are quantified for GHG reductions include the following:
● E1: Procure Zero-Carbon Electricity for Residences and Businesses ● E2: Increase Local Solar Energy Production
● B1: Improve Energy Efficiency of Existing Buildings
● B2: Retrofit Existing Buildings to Be All-Electric
● V1: Provide Supporting Infrastructure for EVs
● M1: Expand Access to Public Transit
● M2: Promote Transit-Oriented Development

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● M3: Promote Active Transportation
● M4: Support Employer Transportation Demand Management (TDM) Programs ● M5: Reform Parking Policies
● O1: Support Off-Road Equipment Electrification
● R1: Divert Organic Waste from the Landfill
Greenhouse Gas Reduction Measures
Energy Measure Order of Implementation
To prevent double counting of GHG reductions from building energy measures, quantification methods adjust for overlapping effects. Specifically, the baseline activity data (i.e., electricity and natural gas consumption) depends on the sequence in which measures are applied. For example, grid electricity savings from solar generation under Measure E2 are subtracted from the adjusted BAU electricity use for the relevant building sector and the resulting electricity usage then becomes the new “baseline” activity data for subsequent measures, such as Measure E1. For calculation purposes, it was assumed that measures are implemented in the following order:

1. Measure E2: Increase Local Solar Energy Production

2. Measure E1: Procure Zero-Carbon Electricity for Residences and Businesses

3. Measure B1: Improve Energy Efficiency of Existing Buildings

4. Measure B2: Retrofit Existing Buildings to Be All-Electric Clean Energy (E)
E1: Procure Zero-Carbon Electricity for Residences and
Businesses
TABLE D-1 Measure E1 GHG Reductions
Year GHG Reductions (MTCO2e)
2035 1,440
2045 0
NOTE: MTCO2e = metric tons of carbon dioxide equivalent Description
Measure E1 focuses on increasing the amount of carbon-free electricity the City purchases from its utility.

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Performance Goals
● 2035: 100% participation (community-wide) of utility customers purchasing 100% zero-carbon electricity.
● 2045: Under state law, all utility-provided electricity in California will be carbon free Modeling Approach
GHG emissions reductions from Measure E1 were estimated based on the electricity characteristics that would result after implementation of E2. The emissions reductions for each target year were calculated by applying the anticipated percent of zero-carbon electricity to the adjusted BAU emission factors for that year and then multiplying the resulting emission factor by the baseline electricity usage. For example, the adjusted BAU emission factor in 2035 is 59.6 lb CO2e/MWh and the performance goal in 2035 assumes that 100% of electricity will be carbon-free. Therefore, there is a 100% reduction in the adjusted BAU emission factor resulting in a new emission factor of 0 lb CO2e/MWh. Emission reductions in 2045 are assumed to be zero under adjusted BAU conditions because California’s grid is legally mandated to reach 100% carbon-free electricity generation sources by 2045 under the Renewables Portfolio Standard (SB 100).

Assumptions
● All grid-supplied electricity is carbon-free by 2045.

Data Sources
● SCE Emission Factor. https://www.energy.ca.gov/programs-and-topics/programs/power-sourcedisclosure-program/power-content-label ● Clean Power Alliance Emission Factor. https://www.energy.ca.gov/sites/default/files/2020- 01/2018_PCL_Clean_Power_Alliance.pdf.
● CEC. 2025. “Power Content Label.” https://www.energy.ca.gov/programs-andtopics/programs/power-source-disclosure-program/power-content-label. ● The Climate Registry. 2023. Default Emission Factors. June 2023. https://theclimateregistry.org /wp-content/uploads/2023/06/2023-Default-Emission-Factors-Final-1.pdf. ● California Public Utilities Commission. 2025. “Renewables Portfolio Standard (RPS) Program.” https://www.cpuc.ca.gov/rps/.

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E2: Increase Local Solar Energy Production
TABLE D-2 Measure E2 GHG Reductions
Year GHG Reductions (MTCO2e)
2035 321
2045 0
NOTE: MTCO2e = metric tons of carbon dioxide equivalent Description
Expand energy storage and local renewable energy generation.

Performance Goals
Community
● 2035: Install rooftop solar panels on 15% of eligible roofs. ● 2045: Install rooftop solar panels on 50% of eligible roofs Municipal
● 2035: Install rooftop solar panels on 15% of eligible City building roofs ● 2045: Install rooftop solar panels on 50% of eligible City building roofs Modeling Approach
Measure E2 estimates emissions reductions from the use of solar PV-supplied electricity in place of grid-supplied electricity. The number of solar-eligible rooftops and median system size (in kW) was estimated using Google’s Project Sunroof, which analyzes satellite imagery, weather data, and total roof space to determine the number of rooftops that could support solar and the associated capacity.

The system size (in kW) for each target year was entered into the National Renewable Energy Laboratory (NREL) PVWatts calculator for a project located in Maywood to determine the average annual system electricity production (or system output) in kWh. GHG emissions reductions were calculated by multiplying the total solar production by the electricity emission factor. Emission reductions in 2045 are assumed to be zero because California’s grid is legally mandated to reach 100% carbon-free electricity generation sources by 2045 under the Renewables Portfolio Standard (SB 100).

Assumptions
● All grid-supplied electricity is carbon-free by 2045.

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Data Sources
● SCE Emission Factor. https://www.energy.ca.gov/programs-and-topics/programs/power-sourcedisclosure-program/power-content-label ● Clean Power Alliance Emission Factor. https://www.energy.ca.gov/sites/default/files/2020- 01/2018_PCL_Clean_Power_Alliance.pdf.
● CEC. 2025. “Power Content Label.” https://www.energy.ca.gov/programs-andtopics/programs/power-source-disclosure-program/power-content-label. ● The Climate Registry. 2023. Default Emission Factors. June 2023. https://theclimateregistry.org /wp-content/uploads/2023/06/2023-Default-Emission-Factors-Final-1.pdf. ● California Public Utilities Commission. 2025. “Renewables Portfolio Standard (RPS) Program.” https://www.cpuc.ca.gov/rps/.
● Google Project Sunroof. 2019. “Estimated rooftop solar potential of Maywood, CA.” https://sunroof.withgoogle.com/data-explorer/place/ChIJFa5PUMPOwoARN3_- Bdevm8M/#?overlay=flux.

Green Buildings & Infrastructure (B)
B1: Improve Energy Efficiency of Existing Buildings
TABLE D-3 Measure B1 GHG Reductions
Year GHG Reductions (MTCO2e)
2035 3,623
2045 7,239
NOTE: MTCO2e = metric tons of carbon dioxide equivalent Description
Measure B1 focuses on reducing energy consumption in residential and commercial buildings through efficiency upgrades, operational improvements, and behavioral change.

Performance Goals
Community
● 2035: Reduce the energy intensity of existing (as of 2025) residential and commercial buildings by 30%.
● 2045: Reduce the energy intensity of existing (as of 2025) residential and commercial buildings by 60%.

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Municipal
● 2035: Reduce the energy intensity of existing (as of 2025) City buildings by 30%. ● 2045: Reduce the energy intensity of existing (as of 2025) City buildings by 60%.

Modeling Approach
Calculations for Measure B1 use the activity data (electricity and natural gas use and associated GHG emissions) for existing residential and nonresidential land uses after implementation of Measure E2.

The baseline year for existing development is assumed to be 2025 because that is the earliest date that the CAARP could be adopted and go into effect. In other words, Measure B1 would apply to the built environment through the end of 2024. This new “baseline” energy use was then multiplied by the measure goal (i.e., the energy savings associated with eligible residential and nonresidential buildings performing a retrofit) to determine the total building energy usage subject to energy retrofits under Measure B1. GHG emissions after implementation of Measure B1 were then calculated using emission factors specific to the City. GHG emissions for natural gas savings were calculated using the emission factors of 0.00531 MTCO2e per therm for residential and commercial buildings and 0.00532 MTCO2e per therm for industrial buildings.

Assumptions
● Existing building stock represents the built environment through the year 2025.

Data Sources
● SCE Emission Factors. https://www.edison.com/sustainability/sustainability-report. ● Clean Power Alliance Emission Factor. https://www.energy.ca.gov/sites/default/files/2020- 01/2018_PCL_Clean_Power_Alliance.pdf.
● UC Irvine, Physics and Astronomy. 2021. “Energy Units and Conversions.” Accessed August 2025. https://www.physics.uci.edu/~silverma/units.html.

B2: Retrofit Existing Buildings to Be All-Electric
TABLE D-4 Measure B2 GHG Reductions
Year GHG Reductions (MTCO2e)
2035 856
2045 2,935
NOTE: MTCO2e = metric tons of carbon dioxide equivalent Description
Measure D-4 supports the transition of existing buildings in the community from natural gas and other fossil fuel use to all-electric systems.

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Performance Goals
Community
● 2035: Decarbonize 10% of existing (as of 2025) residential and commercial building energy ● 2045: Decarbonize 60% of existing (as of 2025) residential and commercial building energy Modeling Approach
Municipal
● 2035: Decarbonize 10% of existing (as of 2025) City building energy ● 2045: Decarbonize 60% of existing (as of 2025) City building energy Modeling Approach
Calculations for Measure B2 use the activity data (electricity and natural gas) and GHG emissions for existing residential and nonresidential land uses in 2025 as a baseline for existing development because this is the earliest date that the CAARP could be adopted and go into effect. Activity data and emissions were interpolated for 2025 using the 2023 activity data and emissions and the adjusted BAU forecast activity data and emissions for 2035 and 2045. Electricity use was used as a proxy for building decarbonization (i.e., it was assumed that decarbonization means switching from fossil natural gas to electricity). To quantify the amount of natural gas displaced by electricity, the total therms in applicable buildings was multiplied by the electrification percentage for each building type (residential and nonresidential) for each target year. The emissions reduction associated with that conversion was estimated using a standard conversion factor of 29.3 kWh per therm (UC Irvine, Physics and Astronomy 2021). Any increase in emissions resulting from the increased use of electricity was also factored in, using grid emission factors specific to the City and the target year.

Assumptions
● Electricity use was used as a proxy for building decarbonization (i.e., decarbonization means switching from fossil natural gas to zero-carbon electricity). ● There is no efficiency loss when converting natural gas to electricity. ● Existing development represents emissions and activity data in 2025.

Data Sources
● SCE Emission Factors. https://www.edison.com/sustainability/sustainability-report. ● Clean Power Alliance Emission Factor. https://www.energy.ca.gov/sites/default/files/2020- 01/2018_PCL_Clean_Power_Alliance.pdf.
● UC Irvine, Physics and Astronomy. 2021. “Energy Units and Conversions.” Accessed August 2025. https://www.physics.uci.edu/~silverma/units.html.

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Zero-Emission Vehicles (V)
V1: Provide Supporting Infrastructure for EVs
TABLE D-5 Measure D-E3 GHG Reductions
Year GHG Reductions (MTCO2e)
2035 2,395
2045 991
NOTE: MTCO2e = metric tons of carbon dioxide equivalent Description
Increase the zero-emission vehicle (ZEV) market share for on-road passenger vehicles.

Performance Goals
Community
● 2035:
○ Install 500 public EV chargers in the city
○ 55% of all passenger vehicles in Maywood are ZEV (15% higher than state projections) ● 2045: 95% of all passenger vehicles in Maywood are ZEV (17% higher than state projections) Municipal
● 2035: Install 5 public EV chargers at City-owned facilities ● 2045: Install 10 EV chargers at City-owned facilities Modeling Approach
GHG emissions reductions from on-road passenger vehicle decarbonization were estimated using the total passenger vehicle Adjusted BAU emissions as the baseline. The EV adoption percentage goals for each target year were then applied to the passenger vehicle VMT to estimate the passenger vehicle VMT and emissions reductions from V1. This measure also accounts for the fact that decarbonization of passenger vehicles would lead to an increase in electricity use, which is estimated by applying an electric vehicle (EV) fuel efficiency factor (in kWh per mile) to the electrified percentage of passenger vehicle VMT for each target year. The fuel efficiency factor is derived from CARB’s EMFAC2021 model. The GHG emissions from the increase in electricity use for each target year were calculated using electricity emission factors specific to the City and the target year. Net emissions reductions were calculated as the difference between the reduction in passenger vehicle gasoline and diesel tailpipe emissions and the increase in indirect electricity emissions from EV charging.

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Assumptions
● Daily VMT reductions are annualized by multiplying by 347 days. ● Passenger vehicle category corresponds to the EMFAC vehicle categories LDA, LDT1, LDT2, MCY, and MDV.
● Reduced passenger vehicle VMT is replaced with alternative modes of transportation that produce zero GHG emissions per mile traveled.

Data Sources
● CARB. EMFAC2021. https://arb.ca.gov/emfac/.
● Fehr & Peers. 2025. VMT by Vehicle Type and Socioeconomic Data.

Mobility (M)
M1: Expand Access to Public Transit
TABLE D-6 Measure M1 GHG Reductions
Year GHG Reductions (MTCO2e)
2035 149
2045 51
NOTE: MTCO2e = metric tons of carbon dioxide equivalent Description
Increase transit frequency, extend transit coverage, and subsidize ridership.

Performance Goals
● 2035:
○ Implement a subsidized transit pass program for 670 households ○ Expand Maywood Express service hours by 3 hours each day and include full Saturday coverage
○ Expand Maywood Express frequency from every 38 minutes to every 20 minutes ● 2045:
○ Maintain a Subsidized Transit Pass Program for 670 households ○ Maintain Maywood Express service hours and coverage
○ Maintain Maywood Express frequency to every 20 minutes

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Modeling Approach
Daily VMT for the City for 2023, 2035, and 2045 was provided by Fehr & Peers. The VMT was annualized using a factor of 347 days, consistent with the GHG Inventory and Adjusted BAU forecast (see Appendix B). The VMT reduced under M1 was calculated by multiplying the adjusted BAU annual VMT for each target year by the performance goals for 2030 and 2045. To estimate the GHG reductions associated with M1, the resultant VMT reduction was multiplied by a weighted average emission factor (in grams per mile) for passenger vehicles derived from EMFAC2021 for each year, respectively.

Assumptions
● Daily VMT reductions are annualized by multiplying by 347 days. ● Passenger vehicle category corresponds to the EMFAC vehicle categories LDA, LDT1, LDT2, MCY, and MDV.
● Reduced passenger vehicle VMT is replaced with alternative modes of transportation that produce zero GHG emissions per mile traveled.

Data Sources
● CARB. EMFAC2021 https://arb.ca.gov/emfac/.
● Fehr & Peers. 2025. VMT by Vehicle Type and Socioeconomic Data.

M2: Promote Transit-Oriented Development
TABLE D-7 Measure M2 GHG Reductions
Year GHG Reductions (MTCO2e)
2035 469
2045 194
NOTE: MTCO2e = metric tons of carbon dioxide equivalent Description
Increase residential and job density, provide transit-oriented development, and integrate affordable and below-market rate housing.

Performance Goals
● 2035:
○ Increase Residential Density through 258 new units zoned for and identified by the Housing Element

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○ Increase Job Density through 1,341 thousand new square feet increase of commercial, industrial, and public/quasi-public land uses identified by the Land Use Element ○ Develop Transit-Oriented Developments through 253 residential units and office space within half mile of Slauson Ave and Atlantic Blvd high quality transit stop ○ Complete construction of a 61-unit affordable housing project and continued development to meet RHNA needs
● 2045:
○ Increase Residential Density through 344 new units zoned for and identified by the Housing Element
○ Increase Job Density through 1,789 thousand new square feet increase of commercial, industrial, and public/quasi-public land uses identified by the Land Use Element ○ Develop Transit-Oriented Developments through 338 residential units and office space within half mile of Slauson Ave and Atlantic Blvd high quality transit stop ○ Complete construction of a 61-unit affordable housing project and continued development to meet RHNA needs
Modeling Approach
Daily VMT for the City for 2023, 2035, and 2045 was provided by Fehr & Peers. The VMT was annualized using a factor of 347 days, consistent with the GHG Inventory and Adjusted BAU forecast (see Appendix B). The VMT reduced under M2 was calculated by multiplying the adjusted BAU annual VMT for each target year by the performance goals for 2030 and 2045. To estimate the GHG reductions associated with M2, the resultant VMT reduction was multiplied by a weighted average emission factor (in grams per mile) for passenger vehicles derived from EMFAC2021 for each year, respectively.

Assumptions
● Daily VMT reductions are annualized by multiplying by 347 days. ● Passenger vehicle category corresponds to the EMFAC vehicle categories LDA, LDT1, LDT2, MCY, and MDV.
● Reduced passenger vehicle VMT is replaced with alternative modes of transportation that produce zero GHG emissions per mile traveled.

Data Sources
● CARB. EMFAC2021. https://arb.ca.gov/emfac/.
● Fehr & Peers. 2025. VMT by Vehicle Type and Socioeconomic Data.

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M3: Promote Active Transportation
TABLE D-8 Measure M3 GHG Reductions
Year GHG Reductions (MTCO2e)
2035 24
2045 9
NOTE: MTCO2e = metric tons of carbon dioxide equivalent Description
Provide end-of-trip bicycle facilities, construct or improve bike boulevards, and create mobility hubs on Slauson Avenue and Atlantic Boulevard.

Performance Goals
● 2035:
○ Install EOT Bike Facilities (including showers) for approximately 750 new employees ○ Construct 9 miles of new Class III Bike Facilities from Maywood Active Transportation Plan ○ Construct Slauson Avenue and Atlantic Boulevard mobility hub ● 2045:
○ increase EOT Bike Facilities (including showers) to accommodate approximately 1,000 new employees
○ Maintain 9 miles of new Class III Bike Facilities identified by Maywood Active Transportation Plan
Modeling Approach
Daily VMT for the City for 2023, 2035, and 2045 was provided by Fehr & Peers. The VMT was annualized using a factor of 347 days, consistent with the GHG Inventory and Adjusted BAU forecast (see Appendix B). The VMT reduced under M3 was calculated by multiplying the adjusted BAU annual VMT for each target year by the performance goals for 2030 and 2045. To estimate the GHG reductions associated with M3, the resultant VMT reduction was multiplied by a weighted average emission factor (in grams per mile) for passenger vehicles derived from EMFAC2021 for each year, respectively.

Assumptions
● Daily VMT reductions are annualized by multiplying by 347 days. ● Passenger vehicle category corresponds to the EMFAC vehicle categories LDA, LDT1, LDT2, MCY, and MDV.

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● Reduced passenger vehicle VMT is replaced with alternative modes of transportation that produce zero GHG emissions per mile traveled.

Data Sources
● CARB. EMFAC2021. https://arb.ca.gov/emfac/.
● Fehr & Peers. 2025. VMT by Vehicle Type and Socioeconomic Data.

M4: Support Employer Transportation Demand Management
Programs
TABLE D-9 Measure M4 GHG Reductions
Year GHG Reductions (MTCO2e)
2035 120
2045 41
NOTE: MTCO2e = metric tons of carbon dioxide equivalent Description
Implement commute trip reduction marketing programs, employee parking cash-outs, and community-based travel planning.

Performance Goals
● 2035:
○ Implement Commute Trip Reduction Marketing for approximately 400 Employees ○ Implement Employee Parking Cashout Program for approximately 400 Employees ○ Implement Community-Based Travel Planning for 20% of residents ● 2045:
○ Maintain Commute Trip Reduction Marketing for approximately 400 Employees ○ Maintain Employee Parking Cashout Program for approximately 400 Employees ○ Maintain Community-Based Travel Planning for 20% of residents Modeling Approach
Daily VMT for the City for 2023, 2035, and 2045 was provided by Fehr & Peers. The VMT was annualized using a factor of 347 days, consistent with the GHG Inventory and Adjusted BAU forecast (see Appendix B). The VMT reduced under M4 was calculated by multiplying the adjusted BAU annual VMT for each target year by the performance goals for 2030 and 2045. To estimate the GHG reductions associated with M4, the resultant VMT reduction was multiplied by a weighted average

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emission factor (in grams per mile) for passenger vehicles derived from EMFAC2021 for each year, respectively.

Assumptions
● Daily VMT reductions are annualized by multiplying by 347 days. ● Passenger vehicle category corresponds to the EMFAC vehicle categories LDA, LDT1, LDT2, MCY, and MDV.
● Reduced passenger vehicle VMT is replaced with alternative modes of transportation that produce zero GHG emissions per mile traveled.

Data Sources
● CARB. EMFAC2021. https://arb.ca.gov/emfac/.
● Fehr & Peers. 2025. VMT by Vehicle Type and Socioeconomic Data.

M5: Reform Parking Policies
TABLE D-10 Measure M5 GHG Reductions
Year GHG Reductions (MTCO2e)
2035 87
2045 29
NOTE: MTCO2e = metric tons of carbon dioxide equivalent Description
Unbundle residential parking costs from property costs and implement on-street market price public parking.

Performance Goals
● 2035:
○ Unbundle residential parking costs for approximately 300 new multifamily dwelling units ○ Implement market priced parking along Slauson Avenue and Atlantic Avenue near future mixed-use developments
● 2045:
○ Unbundle residential parking costs for approximately 300 new multifamily dwelling units ○ Implement market priced parking along Slauson Avenue and Atlantic Avenue near future mixed-use developments

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Modeling Approach
Daily VMT for the City for 2023, 2035, and 2045 was provided by Fehr & Peers. The VMT was annualized using a factor of 347 days, consistent with the GHG Inventory and Adjusted BAU forecast (see Appendix B). The VMT reduced under M5 was calculated by multiplying the adjusted BAU annual VMT for each target year by the performance goals for 2030 and 2045. To estimate the GHG reductions associated with M5, the resultant VMT reduction was multiplied by a weighted average emission factor (in grams per mile) for passenger vehicles derived from EMFAC2021 for each year, respectively.

Assumptions
● Daily VMT reductions are annualized by multiplying by 347 days. ● Passenger vehicle category corresponds to the EMFAC vehicle categories LDA, LDT1, LDT2, MCY, and MDV.
● Reduced passenger vehicle VMT is replaced with alternative modes of transportation that produce zero GHG emissions per mile traveled.

Data Sources
● CARB. EMFAC2021. https://arb.ca.gov/emfac/.
● Fehr & Peers. 2025. VMT by Vehicle Type and Socioeconomic Data.

Off-Road Equipment Electrification (O)
O1: Support Off-Road Equipment Electrification
TABLE D-11 Measure O1 GHG Reductions
Year GHG Reductions (MTCO2e)
2035 122
2045 481
NOTE: MTCO2e = metric tons of carbon dioxide equivalent Description
Implement and incentivize the decarbonization of off-road equipment by increasing the zeroemission vehicle (ZEV) market share of transportation refrigeration units (TRUs), portable equipment, light commercial equipment, and lawn and garden equipment.

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Performance Goals
Community
● 2035: Electrify 20% of off-road equipment throughout the City ● 2045: Electrify 75% of off-road equipment throughout the City Municipal
● 2035: Electrify 20% of off-road equipment used in City run projects ● 2045: Electrify 75% of off-road equipment used in City run projects Modeling Approach
GHG emissions reductions from Measure O1 were estimated using CARB’s OFFROAD Model. TRUs, portable equipment, light commercial equipment, and lawn and garden equipment fuel consumption for each target year was obtained from OFFROAD and GHG emissions reductions were estimated using standard fuel conversion factors for diesel-, gasoline-, and natural gas-powered equipment. This measure assumes that decarbonization of off-road equipment would lead to an increase in electricity use which is estimated by converting fuel usage to electricity using gallonequivalent conversion factors for each target year. The fuel conversion factors are derived from the US Department of Energy’s Fuel Conversion Factors to Gasoline Gallon Equivalents. The GHG emissions from the increase in electricity use for each target year were then calculated using electricity emission factors for the City. Net emissions reductions were calculated as the difference between the reduction in off-road equipment tailpipe emissions and the increase in indirect electricity emissions from equipment charging.

Assumptions
● Assumes no efficiency loss/gain when converting fuel to electricity use Data Sources
● CARB. OFFROAD Model. https://arb.ca.gov/emfac/offroad/. ● U.S. Department of Energy. Undated. “Fuel Conversion Factors to Gasoline Gallon Equivalents.” https://epact.energy.gov/fuel-conversion-factors.

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Recycling & Organic Waste Diversion (R)
R1: Divert Organic Waste from the Landfill
TABLE D-12 Measure R1 GHG Reductions
Year GHG Reductions (MTCO2e)
2035 1,520
2045 2,495
NOTE: MTCO2e = metric tons of carbon dioxide equivalent Description
Divert organic materials and other solid waste from landfill disposal to meet state waste diversion mandates, lowering methane emissions from decomposing organic material.

Performance Goals
Community
● 2035: 12% of Citywide waste is composted or diverted from the landfill through an organic waste program (doubling of 2023 levels)
● 2035: 60% of Citywide waste is diverted and recycled
● 2045: 20% of Citywide waste is composted or diverted from the landfill through an organic waste program
● 2035: 65% of Citywide waste is diverted and recycled
Municipal
● 2035: 12% of Citywide waste is composted or diverted from the landfill through an organic waste program (doubling of 2023 levels)
● 2035: 60% of Citywide waste is diverted and recycled
● 2045: 20% of Citywide waste is composted or diverted from the landfill through an organic waste program
● 2035: 65% of Citywide waste is diverted and recycled
Modeling Approach
GHG emission reductions from R-1 were calculated by determining the total tonnage of waste that would be composted, recycled and landfilled in 2035 and 2045. These totals were calculated by allocating the total Adjusted BAU waste tonnage forecasts to the compost and recycling percentages identified in the 2035 and 2045 performance goals. The remaining waste tonnages were assumed to

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be landfilled. EPA emission factors for landfilled mixed municipal solid waste, composted mixed organic waste, and recycled mixed recycling were applied to the total landfilled, composted, and recycled tonnages respectively. The resulting emissions were subtracted from 2023 emissions to determine reductions from the baseline year. Modeling does not account for the reduction in life cycle emissions associated with recycling and reuse of inorganic materials.

Assumptions
● Adjusted BAU accounts for reductions from SB 1383
● Organic waste diversion rates increased the City’s composted green waste tonnage ● All green waste diverted from the landfill is mixed organic waste that is composted ● All recycled materials diverted from the landfill are mixed recyclables that are recycled Data Sources
● CalRecycle. 2025. “California’s Organic Waste Reduction: SB 1383 Short-Lived Climate Pollutant Reduction Strategy.” https://calrecycle.ca.gov/organics/slcp/. ● USEPA. 2025. “GHG Emission Factor Hub.” January 16, 2025. Table 9. https://www.epa.gov/climateleadership/ghg-emission-factors-hub.

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APPENDIX E
Climate Change Vulnerability
Assessment
Climate Change Vulnerability Assessment
This vulnerability assessment was completed September 15, 2023, during Phase 1 of CAARP development.

Overview and Climate Change Projections
There is scientific consensus that human-caused emissions of carbon dioxide and other greenhouse gas (GHG) emissions are the primary cause of global climate change. GHGs trap heat in the atmosphere and lead to increased warming over time, which leads to other changes in the earth systems including changing climate patterns of rainfall and snow, melting of glaciers and ice, and ocean warming. As GHG emissions are driven by land uses and patterns, economic systems, transportation and energy systems, and other social and political factors, climate scientists cannot be certain of how emissions will change in the future. The extent of climate change largely depends on how successfully the global community can reduce emissions over the next several decades.

However, projected trends created from global climate models can simulate climate conditions in the past and the future and can help analyze how climate conditions may change (or not change) based on different emissions scenarios.

GHG emission scenarios are used to understand a range of potential climate projections. For planning purposes, these typically include both a higher emissions scenario and a lower emissions scenario. A higher emissions scenario, or business-as-usual, is where emissions continue to rise along with population growth through mid-century (2050) and plateau around 2100, while a loweremissions scenario is where emissions peak around mid-century then decline as a result of global efforts to reduce them.

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For purposes of assessing the potential impacts or risks associated with climate change, this document generally considers data and forecasts that represent an average climate model for the higher emissions (business-as-usual) scenario. It also considers the components of climate change to assess vulnerability, including exposure, sensitivity and impact, and adaptive capacity.

Risks and Vulnerabilities
In the City of Maywood, the changing climate is
expected to result in more extreme heat, worsening
air pollution from increases in regional wildfires and
smoke, more-intense storming and inland flooding,
drought, and exacerbated conditions for vectorborne diseases. ● Under a high-emissions scenario, maximum
temperatures are expected to increase up to 11°F
by 2100. Extreme heat days are expected to increase
in duration, from 3 days per year historically to
61 days. Extreme heat events will increase risks of
heat-related illnesses and mortality, increase
costs for cooling, and health care, and increase
demand for critical infrastructure (e.g., backup
power, emergency services).
● Pollution burden in Maywood is
disproportionately high compared to other
communities in the state. Factors that contribute
to the pollution burden in Maywood include
diesel PM (90th percentile) and particulate matter
(PM2.5) (85th percentile) and in the 50th
percentile for ground-level ozone. Air pollution
affects the health of respiratory and
cardiovascular systems and contributes to low
birth weight and cancer.
● Maywood is not in a designated flooding hazard
zone for 100-year or 500-year floods, however,
there is potential for localized flooding impacts to
occur from less severe storms. Flooding poses a
hazard to roads, buildings and homes, and
emergency response services.
● Maywood relies primarily on groundwater for
drinking water. Future conditions are likely to
Components of Climate
Change Vulnerability
The impacts of climate change hazards
depend on how vulnerable a
community is, including its population
and infrastructure, and the extent to
which a community has the resources
to adapt and be resilient. As such,
climate change vulnerability considers
the exposure and sensitivity of
populations and infrastructure to
climate change hazards.

Exposure is the presence of people,
infrastructure, natural systems, and
economic, cultural, and social
resources in areas that are subject to
harm.

Sensitivity describes the degree to
which an asset such as a community, a
physical asset or a natural system
would be affected by changing climate
conditions.

Impact refers to the specific negative
result of a climate change effect.

Vulnerability refers to the degree of
susceptibility to climate change
exposure and impacts on populations,
facilities, systems and services.

Adaptive Capacity refers to the ability
of community populations and
physical assets to adjust to climate
change stressors and cope with the
consequences. Adaptive capacity can
be provided through physical design
(e.g., back-up generator), or it can take
the form of policies, plans, programs,
governance, or institutions.

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exacerbate drought conditions and reduce groundwater recharge, putting pressure on the availability and quality of groundwater resources. Dry spells are expected to increase in duration, up to 209 days per year by 2100.
● While dry spells will increase and rainfall is expected to occur less frequently, the intensity of rainfall during those events is expected to increase. Annual average rainfall is expected to increase from 19 inches up to 22 inches by 2100. Drought affects costs for water, food, recreation, and landscaping, and puts stress on trees, plants, and wildlife. Droughts also create more favorable conditions for wildfires to occur.
● Climate change impacts on the weather and environment are likely to create more suitable conditions for vector-borne diseases such as West Nile Virus and the Zika Virus. Such diseases can impact all people; however, seniors, individuals with existing health conditions, and individuals lacking health insurance are more vulnerable. ● Critical infrastructure in Maywood may be vulnerable to power outages and flood impacts that can result from extreme heat events and storms. This includes Maywood’s public buildings, healthcare facilities, schools, utilities, infrastructure, and others that help provide service to the community, including water, wastewater treatment, energy, and emergency response, among others.
● Vulnerable populations and factors in Maywood include:
○ Seniors (9%)
○ Low income (21%)
○ Renters (73%)
○ Unemployed/underemployed (4%)
○ Disabled (6%)
○ Children under age 5 (8%)
○ Immigrants and undocumented (45%)
○ People of color/non-white (97%)
○ Single heads of household (24%)
○ Homeless (in 2020, 47 persons were experiencing homelessness) ○ Lacking health insurance (16%)
○ Lacking vehicle access/ownership (15%)
○ Experience low-income homeowner housing burden (14%)
○ High pollution burden (94th percentile)

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Assessing Climate Change Impacts
This high-level assessment provides a review of the City’s physical, environmental, and socioeconomic vulnerabilities to climate change based on available public data and technical studies. It examines the exposure and vulnerability of the City’s critical assets to climate change impacts, summarizes the current understanding of the City’s capacity to adapt to those impacts, and identifies adaptation planning gaps.

Risk and Onset
Some climate change impacts, such as extreme heat, are already part of the lived experience of residents in Maywood. Other impacts such as extreme storms occur less frequently, and the consequences may not be experienced for a number of years. The certainty that scientists have about the intensity and timing of climate change impacts varies by hazard.

Shocks and Stressors
Climate change impacts can be felt through sudden or acute events, such as flooding or heat waves, that pose threats to community populations and critical infrastructure. These types of short-term, intense impacts can be thought of as “shocks.” However, climate change can also result in long-term chronic impacts, or “stressors” that can weaken natural and built systems and resources, and exacerbate inequity, homelessness, and an aging infrastructure. Stressors can worsen the effects of shocks and make it more difficult for a community to adapt to climate change.

Vulnerability Assessment
Vulnerable Populations
Vulnerable communities experience heightened risk and increased sensitivity to climate change and have less capacity and fewer resources to cope with, adapt to, or recover from climate impacts.

These disproportionate effects are caused by physical (built and environmental), social, political, and/or economic factor(s), which are exacerbated by climate change. Contributing factors include, but are not limited to, race, class, sexual orientation and identification, national origin, and income inequality (ICARP 2018). Additionally, historic inequity in land use and zoning policies, underinvestment in vulnerable communities, and lack of meaningful engagement in planning and policy making have created disparities in how prepared communities are to adapt to the impacts of climate change (APEN 2019). Many individuals experience multiple and intersecting vulnerabilities which can put them particularly at risk with regard to climate change. For example, black and Hispanic mothers are more likely to be single heads of household and are also more likely to be lowincome, live in flood-prone areas, and have health issues that can be exacerbated by climate change.

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The health-related impacts of climate change fall hardest on populations who are most vulnerable to those impacts, including the elderly, children under five, those living in poverty, or most exposed to the physical impacts of climate change. In terms of public health, climate change vulnerability is a function of an individual or a community’s ability to respond and adapt to climate stressors, which in turn is dependent on socioeconomic characteristics and underlying health and physical abilities.

The most vulnerable communities across Maywood include the elderly, children, low-income families, families burdened by high housing costs, linguistically isolated individuals, and individuals who are dependent on public transportation. Additionally, households lacking air conditioning are more vulnerable to the impacts of extreme heat. The paragraphs below describe in more detail why these communities are disproportionally burdened by the impacts of climate change:
● Elderly. Approximately 9.1% of people in Maywood are at least 65 years old, compared to 13.7% in the County and 14.4% in the State (U.S. Census 2021). Older adults may be less mobile and may have more trouble evacuating in the event of flooding or another climate event. Seniors are also more likely to have a fixed budget, have higher medical costs, and face disabilities. While seniors are more likely to be homeowners, they face greater challenges in maintaining homes and have a greater risk of displacement as they age.
● Low Income. Approximately 20.9% of all people in Maywood have an income that is below the poverty level, compared to just 13.9% in the County, and 90.4% of K–12 students are eligible for a free and reduced meal program, compared to 67.8% in the County (U.S. Census 2021; PHASoCal 2022). Incomes tend to decline for seniors, leading to an increased risk of poverty for those over 65. Approximately 17.7% of Maywood seniors live below the poverty line, compared to 13.5% within the County as a whole (U.S. Census 2021). Low-income households and individuals are more likely to live in inadequate housing and are more likely to live in areas that are already disproportionately impacted by pollution, health problems, and natural disasters.

Low-income communities have less access to financial resources and are more likely to be uninsured, which makes adaptation and recovery from climate hazards more difficult.

Additionally, low-income households often do not have access to quality healthcare or access to vehicles, which can make treating health impacts from hazards and evacuations more difficult. ● Health Insurance. Approximately 16.4% of the population does not have health insurance, compared to 9.1% in the County (U.S. Census 2021). Having health insurance greatly improves health outcomes by connecting people with the necessary medical care. Individuals without access to healthcare are more vulnerable to the health impacts of extreme heat, poor air quality, flooding, and the mental health impacts of climate change. ● Vehicle Access. 15.1 percent of housing units in Maywood do not have access to a vehicle, compared to 8.6% in the County (U.S. Census 2021). Having access to a vehicle is critical during and after flooding and other climate emergencies. Households that are dependent on public transportation are more vulnerable during climate emergencies as it may impact their ability to evacuate.

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● Low-Income Homeowner Housing Burden. Compared to the County as a whole, where 13.7% of low-income homeowners spend more than 50% of their income on housing costs, 16.8% of low-income homeowners in Maywood do so (PHASoCal 2022). High housing costs and housing instability reduce a household’s access to financial resources and may make a household more likely to be uninsured, all of which make adaptation and recovery from coastal hazards more difficult.
● Renters. Approximately 72.7% of units are renter-occupied, compared to 53.5% in the County.

Renters, and low-income renters especially, have a reduced ability to prepare homes and properties for climate change. Low-income renters often spend a disproportionate amount of their income on housing costs and are at an increased risk of displacement during natural disasters. Renters also do not have access to information regarding the flood risk of rented properties and often do not have insurance to cover losses from natural disasters (PHASoCal 2022).
● Unemployed/Underemployed. 3.8% of Maywood’s labor force (age 16 years and over) is unemployed, which is slightly lower than the County at 4.5% (U.S. Census 2021). Unemployed or under-employed individuals may be more vulnerable to the impacts of climate change as they may have less access to financial resources to help with the prevention of, adaptation to, and recovery to impacts.
● People with Disabilities. The Census Bureau defines disabilities as long-lasting physical, mental, or emotional conditions or impairments. 5.9% of Maywood’s population has some form of disability (compared to 10.1% in the County), the most common of which are an independent living difficulty (3.9%), ambulatory (3.8%), cognitive difficulty (2.5%), and a self-care difficulty (2.1%) (U.S. Census 2021). Most persons with disabilities are over 65 years of age (68.8%), followed by those that are 35 to 64 years (5.7%). Individuals with disabilities may experience the effects of climate change more intensely than other groups due to discrimination, marginalization, and other social and economic factors. Additionally, certain disabilities may prevent individuals from being mobile, which may impact their ability to evacuate in the event of hazardous events, such as flooding.
● Children. 7.8% of the population in Maywood are under 5 years of age, compared to 5.7% in the County (U.S. Census 2021). Children under the age of 5 are particularly affected by heat waves, pollution, undernutrition, vector-borne diseases, as well as respiratory and cardiovascular diseases due to anatomical, cognitive immunological, and psychological differences between children and adults (Lawrence et al. 2018).
● Linguistically Isolated Households. Approximately 24.9% of households within Maywood do not have an adult that speaks English well; the percent of linguistically isolated households in Maywood is greater than 94% of other communities statewide (OEHHA 2021). Households without an English speaker at home are considered to be linguistically isolated and may have more difficulty accessing evacuation information. Linguistic isolation can increase vulnerability

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during climate events as people may have more difficulty navigating hazards, emergency resources, and evacuations.
● Immigrants and Undocumented Individuals. Undocumented individuals and immigrants are particularly vulnerable to the impacts of climate change due to many intersecting vulnerabilities.

Immigrants are disproportionately affected by racial discrimination, are often linguistically isolated, and are less likely to have access to economic and social stability and safety nets.

Additionally, undocumented immigrants are more likely to live in substandard housing, live in areas vulnerable to flooding and other environmental hazards, and are often left behind by emergency management and natural disaster recovery resources (Mendez 2020). In Maywood, approximately 45% of residents are foreign-born (LA County 2019). ● Communities of color (Non-white). 97.4% of Maywood’s population identifies as Hispanic or Latino of any race (80.9% are Mexican) and 0.7% of the population identifies as “White alone” (U.S. Census 2021). Communities of color experience disproportionate impacts from environmental hazards and health impacts, including respiratory and cardiovascular diseases, and low birth weights. Racism, underinvestment in communities of color, and historic inequities in land use decisions have allowed communities of color to be more likely to live in areas that are impacted by heavy pollution, flood-prone, and lack green space and also be more likely to have lower income levels, lack access to quality healthcare and insurance, and have pre-existing health concerns. Climate change will exacerbate existing inequities for communities of color (PHASoCal 2022; Cho 2020).
● Single Heads of Household. 24.2% of households in Maywood are led by a single parent, similar to LA County at 25.2% (PHASoCal 2022). Households led by a single parent are vulnerable to the impacts of climate change as they have only one wage earner to support household financial needs and only one parent to perform family and house care duties. In addition, households led by a single female are particularly vulnerable due to the gender wage gap (PHASoCal 2022).
● Homeless. Homeless individuals are more exposed to extreme heat, air pollution, and flooding and are at an increased risk for dehydration, sunburn, respiratory and cardiovascular diseases as well as displacement. Homeless individuals are also less likely to have access to healthcare, financial resources, or reliable transportation. In January 2020 there were 47 homeless people in Maywood (City of Maywood 2022).
● Incarcerated. Maywood has a higher incarceration rate at 453 per 100,000 people compared to the County (405 per 100,000) and the State (312 per 100,000). The percentile for Maywood is

80.4, meaning the rate of incarceration is greater than 80% of other cities statewide (PHASoCal 2022). Incarcerated populations are at an increased risk of the impacts of climate change as they are extremely limited in their ability to adapt. Additionally, families with a family member that is incarcerated may have a reduced capacity to adapt to climate change due to the potential loss of income and the financial burden of legal fees.

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● Communities with High Pollution Burden. Maywood experiences a greater pollution burden than almost 94% of communities across the state, due to high levels of existing pollution air pollution, lead, and toxic releases that create unhealthy and hazardous conditions for nearby communities (OEHHA 2021). Communities living with high levels of pollution burden are more likely to be impacted by associated health issues such as cardiovascular and respiratory diseases, obesity, diabetes, and cancer. Therefore, communities living with high levels of existing pollution burden are very vulnerable to the health impacts of climate change.

Buildings and Critical Infrastructure
Critical infrastructure includes the systems, buildings, and physical infrastructure that are essential to the functioning of the City and includes public facilities that are used to coordinate human resources and equipment during hazard response and recovery. Such facilities include city buildings and offices, public buildings and libraries, parks, schools, wastewater treatment plants and sewer lines, public works yards, water infrastructure such as reservoirs and groundwater wells, hospitals, schools, and energy infrastructure such as transmission lines and emergency generators. Critical infrastructure also includes telecommunications infrastructure, cooling centers, police and fire stations, emergency operations centers, and evacuation shelters. City facilities and offices such as utility locations, and traffic signals are also considered critical and essential facilities. Utilities and related infrastructure are considered critical as they provide community services – potable water supply, wastewater treatment, fire suppression, natural gas supply, and emergency response, among others.

Maywood has several facilities and infrastructure, shown in Table E-1, that are considered critical due to their service to the community and may be vulnerable to the impacts of climate change.

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TABLE E-1 Maywood Critical Assets
Critical Asset Address Facility Type
City Hall and Council Chambers 4319 E. Slauson Ave City Administration Maywood City Yard 5600 Heliotrope Ave City Administration/ Public Works
LA County Sheriff’s Substation 4319 E. Slauson Ave Emergency Response Maywood Park and YMCA 4801 E. 58th St Community Resource/ Parks and Recreation
Cesar Chavez Library a 4323 Slauson Ave Community Resource/ Parks and Recreation
Benito Juarez Park 5515 Maywood Ave Parks and Recreation Pixley Park 3626 E 56th St Parks and Recreation
Pine Avenue Park 5313 Pine Ave Parks and Recreation
Riverfront Park 5000 Slauson Ave Parks and Recreation
Fishburn Ave Elementary School 5701 Fishburn Ave School Maywood Elementary School 5200 Cudahy Ave School
Heliotrope Ave Elementary School 5911 Woodlawn Ave School Loma Vista Elementary School 3629 E 58th St School
Maywood Center for Enriched Studies (MaCES) 5800 King Ave School Maywood Academy High School 6125 Pine Ave School
Maywood Mutual Water Co. #2 3521 Slauson Ave Utilities
Maywood Mutual Water Co. #3 6151 Heliotrope Ave Utilities NOTE:
a. Maywood Cesar Chavez Library is identified as a County Critical Facility within the 2019 County of Los Angeles AllHazards Mitigation Plan.

Hazards of Concern
Climate change impacts in Maywood will include increasing temperatures, more frequent and prolonged extreme heat days, worsening air quality, longer and more severe droughts, and more extreme storms and flooding. Several tools at the regional and state levels (i.e., Cal-Adapt, GCCOG’s Climate Action Planning Framework, County Climate Vulnerability Assessment, and Hazard Mitigation Plan, SCAG’s Adaptation Planning Framework) describe the type, magnitude, and onset of various local exposures of climate change that can be expected by mid-century and 2100, as predicted through modeling of emissions scenarios. This section considers the effects of climate change on local temperature, local precipitation, drought, and wildfire, as well as the secondary exposure pathways facing Maywood.

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Extreme Heat
Forecast
Global temperatures are increasing at a rapid rate with record levels of heat-trapping emissions in the atmosphere and with each decade having warmer conditions than the previous. The top 10 warmest years on record have all occurred since 2010, with 2022 being the 6th warmest year in recorded history (Lindsey and Dahlman 2023).

Climate change will continue to increase average and maximum temperatures and create a new “normal” for all communities, bringing more-intense and frequent extreme heat days that last for a longer period of time. These conditions are likely to be exacerbated by the urban heat island effect, illustrated in Figure E-1. The urban heat island effect is influenced by land uses, where more developed areas with buildings, paved roads, and other albedo and impermeable surfaces absorb and re-emit the sun’s heat with greater intensity, resulting in higher daytime and nighttime temperatures. Built-out communities in metropolitan areas, such as Maywood, can experience daytime temperatures that are up to 20°F hotter than outlying areas that are less developed and/or have greater vegetation and forestry (Climate Central 2021).

SOURCE: Climate Central
FIGURE E-1 Urban Heat Island Effects
By the end of the century average maximum temperatures in Maywood are expected to increase by 6–11°F, from an average of 75.6°F up to 87.2°F (Cal-Adapt 2018). Historically, Maywood has experienced approximately 3 extreme heat days per year (for Maywood, this is defined as days with

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maximum temperatures that rise above 97.9°F). Climate models show this is expected to increase up to 61 extreme heat days per year—this is approximately 20 times greater than historic levels (1961–1990).

Anticipated Impacts
Increasing temperatures and greater intensity, frequency, and duration of extreme heat days are likely to impact public health, energy consumption and costs, air pollution, water resources, and vegetation and wildlife. Regarding public health, higher temperatures can cause heat-related illnesses, such as heat exhaustion and heat stroke, which can worsen existing health conditions including cardiovascular and respiratory illnesses. In severe cases, such as heat stroke, heat events can impact mental health and lead to missed school and workdays, cause stress, aggression, fatigue, confusion, coma, and even death. In the United States, extreme heat is the cause of more deaths per year on average than other weather-related hazards combined (Bedsworth et al 2018). From 2004 to 2018, there were over 10,000 heat-related deaths recorded in the nation (USEPA 2022). In California, heat-related mortality peaked in a 2006 prolonged heat wave that killed over 600 people and resulted in 1,200 hospitalizations and 16,000 emergency department visits (CNAP 2015).

Relating to the energy sector, extreme heat can have cascading impacts on consumption, production, cost, and health. During extreme heat events, it is likely for there to be increased stress on the electrical grid due to the demand for air conditioning, which can cause power outages and increase risk to those that are more vulnerable to heat impacts. Power outages put vulnerable populations such as the elderly and individuals with existing health conditions at further risk as they must go without medical devices, air conditioning, and refrigeration. Power outages can also result in traffic disruptions and cause delays in emergency response. Extreme heat events can also result in higher energy costs due to cooling for homes.

Elevated temperatures can also increase the electricity demand, which can then increase reliance on fossil fuels to meet energy demands. This can result in more concentrations of greenhouse gas emissions in the atmosphere that contribute to greater warming. In addition, higher temperatures can increase the rate that other pollutions form, such as ground-level ozone, and contribute to worsening air quality (USEPA 2022). This can also affect water quality and the availability of water resources. There is potential for greater demand for water during heat events, especially during periods of drought. Additionally, heat can warm water temperatures in natural bodies and stormwater runoff, which can affect water quality and aquatic environments.

There is also a likelihood for prolonged extreme heat conditions to cause stress to vegetation and lead to tree-die-off and the loss or degradation of urban tree canopy, parks, rivers, streams, and lakes. Loss of green spaces and urban forestry can further exacerbate heat impacts from warmer temperatures.

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Vulnerabilities
Extreme heat puts vulnerable populations at greater risk of heat-related illnesses and mortality. This includes Maywood’s population of linguistically isolated individuals (25%), low-income residents (21%), people without health insurance (16%), seniors (9%), children (8%), people with disabilities (6%), and other groups such as those that are chronically ill or homeless. In turn, this places additional stress on emergency services, health care systems, and costs for health care.

In addition, energy infrastructure experiences greater stress during periods of high demand which can impact the regional energy grid and result in power outages. Critical infrastructure such as emergency response facilities, healthcare facilities, and community centers may be vulnerable to extreme heat especially if they do not have backup sources of power. Roads can also be damaged by extreme heat due to softening and melting of asphalt, especially in areas with high traffic volumes. Emergency response facilities are unable to maintain operations if the connections to power or transportation routes between facilities and areas served are damaged or disrupted.

Higher average temperatures and long heat waves can also impact regional water sources by increasing the demand for water and increasing evaporation losses.

Adaptive Capacity
● Positive Factors:
○ All residents live within walking distance or a 10-minute walk of a park or open space, which can provide relief during extreme heat events (TPL 2023). ○ The City has two large parks and recreation areas located on the eastern side of the City (Maywood Park and Riverfront Park).
○ The City is collaborating with Amigos de Los Rios to plant 200 trees by 2026, to help with the urban heat island effect, reduce energy consumption, increase urban greening, and contribute to carbon sequestration.
○ The City is working with the Gateway Cities COG and SoCalREN on an Energy Resilience Action Plan and a resilience hub opportunity assessment. These projects will identify strategies for increasing energy resilience and identify opportunities for local emergency hubs and cooling centers in the community.
○ The City’s housing element includes policies for promoting rehabilitation programs for lower-income property owners, bringing substandard units to compliance with building codes, and increasing open space and recreation spaces within residential neighborhoods. ○ Negative Factors:
○ Maywood tree canopy is limited, with only 12.3% existing canopy (LMU CURes 2021). This is lower than LA County’s average (18%).

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○ The City is mostly built-out and is one of the densest cities in the state, with over 23,955 persons per square mile (SCAG 2017).
○ Approximately 16% of the population does not have health insurance. ○ Maywood’s impervious surface cover is 73% (compared to 59.3% for the County) (PHASoCal 2022).

Potential Strategies
Strategies and actions for adapting to and increasing community resilience to extreme heat should focus on improving community access to cooling facilities and amenities, providing cooling for households and public facilities, improving community infrastructure to combat heat, and providing support for vulnerable populations to stay safe from extreme heat hazards. ● Increase the albedo (surface reflectivity) of roofs and pavements. ● Encourage climate-resilient building designs.
● Designate a cooling center in the community.
● Ensure critical facilities have backup systems or access to backup power. ● Collaborate with local/regional healthcare facilities and organizations to improve access to healthcare resources and services for vulnerable populations. ● Work with local/regional agencies to promote energy retrofits and increase resilience to weather-related hazards, especially extreme heat in lower-income households. ● Continue working with the GCCOG to implement a cooling center or resilience hub program. ● Develop and implement an urban heat reduction plan with demonstration projects in vulnerable neighborhoods.
● Promote health and health equity in all plans and programs. ● Expand awareness of extreme heat hazards and dangers to vulnerable populations in Maywood. ● Provide educational trainings to community members on hazard response. Consider programs that train residents as first responders to help with more efficient response and recovery. ● Seek funding opportunities to continue expanding Maywood’s urban greening program for greater tree canopy.

Air Pollution
Forecast
Communities in Los Angeles have some of the poorest air quality in the country, and climate change is likely to exacerbate these issues. Primary pollutants within the region include diesel particulate matter (diesel PM), ground-level ozone, and particulate matter (PM2.5), which are expected to

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increase in concentrations and exacerbate the existing pollution burden (CNRA 2018; Park et al. 2020). The certainty of worsening air pollution will depend heavily on whether local and regional emissions remain high in the future as well as other factors such as temperature, wind, and the extended extent of wildfires. While wildfires are not likely to occur in Maywood, regional wildfires are expected to increase in frequency and severity in the coming decades and cause worsening air pollution throughout the region due to far-ranging smoke impacts (CNRA 2018). Additionally, changes in precipitation and temperatures are expected to increase pollen and airborne allergens which may increase allergic reactions and asthma attacks.

Pollution from diesel PM is produced by the exhaust of trucks, buses, trains, ships, and equipment with diesel engines. Concentrations of diesel PM tend to be highest near rail yards and freeways.

Within and near Maywood, 0.59 tons of diesel PM per year are emitted into the air, which is greater than 90% of other communities statewide (OEHHA 2021). Ozone, which is the main ingredient of smog, is generally produced by trucks, cars, planes, trains, factories, construction, and dry cleaners.

Approximately 0.05 parts per million of ozone is emitted yearly, which is greater than almost 50% of other communities statewide (OEHHA 2021).

PM2.5 refers to small airborne particle pollution consisting of a mix of organic chemicals, dust, soot, and metals, and can be generated from cars, trucks, mining pits, factories, and wood burning.

Maywood’s concentration of PM2.5 is 12.10 micrograms per meter cubed (µg/m3), which is greater than almost 85% of other communities in the state (OEHHA 2021). Because of the small size of particles in PM2.5, they can travel deep into the lungs and result in health problems such as lung and heart disease.

Anticipated Impacts
Air pollution is already part of the lived experience of the Maywood community, and this will only be exacerbated by increases in temperatures and smoke from regional wildfires. Existing health conditions may be worsened by poor air quality. In addition, worsening air pollution may require sheltering in place, which can impact household income, physical and mental health, and affect school and workdays.

Vulnerabilities
The City as a whole has relatively high levels of diesel PM, particularly in the census tracts near the north and east of the City, making it vulnerable to worsening air quality caused by climate change.

Air pollution can affect vulnerable individuals more than others – these include, seniors, children, pregnant individuals, unsheltered or homeless individuals, individuals without health insurance or access to healthcare, and individuals with preexisting health conditions, among others.

Poor air quality has been linked to respiratory conditions such as asthma, pulmonary disease, pneumonia, bronchitis, and other infections, as well as cardiovascular conditions such as heart disease, heart failure, and cardiac arrest. Poor air quality can also affect cancer and contribute to the

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low birth weight of infants. Almost 10% of adults in Maywood are affected by asthma, 3% are affected by cancer (excluding skin cancer), and almost 5% are affected by heart disease (CDC 2019).

In addition, almost 5% of births in Maywood are low birth weight (OEHHA 2021).

Adaptive Capacity
● Positive Factors:
○ The City’s General Plan and Local Roadway Safety Plan policies promote increased access and efficiency of public transportation modes and infrastructure; require lowest-emission vehicles and equipment for the City’s fleet; establish a bicycle and pedestrian network, and; provide safety improvements for all transportation modes. ○ The City is in the process of developing an Active Transportation Plan that will introduce project opportunities for new bike paths, improved bike and pedestrian crossings, wayfinding, traffic calming measures, and enhanced connectivity to the LA River and to the regional bike network (KOA 2023). These measures will promote active transportation that help to reduce vehicle trips and associated emissions.
○ The City is collaborating with Amigos de Los Rios to plant 200 trees by 2026, to help with the urban heat island effect, reduce energy consumption, increase urban greening, and contribute to carbon sequestration.
○ The SCAQMD has nearby AB 617 programs for Community Emission Reduction Plans and Community Air Monitoring Plans (west of Maywood in Florence/Firestone and South LA, and north of Maywood in East LA/Boyle Heights).
● Negative Factors:
○ Maywood tree canopy is limited, with only 12.3% existing canopy (LMU CURes 2021). This is lower than LA County’s average (18%).
○ The city is bounded by I-710 to the east and the industrial City of Vernon to the north. The I710 serves as a major freight corridor for the Port of Long Beach, with lots of truck traffic passing on the I-710, as well as directly through Maywood to get to/from Vernon.

Potential Strategies
Strategies to adapt to poor air quality should focus on improving local air quality by reducing mobile pollution sources, increasing access to air filtration, improving indoor air quality, and developing hazard alert systems for those who are most vulnerable to poor air quality. ● Provide access to air filtration devices for community members, including home air filters, shelters with filtered air, and air masks.
● Continue to promote EVs and reduce VMT throughout the community. ● Identify public facilities, including schools, libraries, and community centers that require repairs/restoration to help improve indoor air quality.

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● Support programs to retrofit public facilities and housing to improve indoor air quality. ● Identify vulnerable populations that are at greatest risk of air pollution exposure. ● Participate in AB 617 programs and support community monitoring of air quality levels.

Extreme Storms and Stormwater Flooding
Forecast
Cities in Southern California are already experiencing extreme precipitation and storms that deliver intense precipitation over several days. These are expected to increase in frequency and severity in the future. Climate change will also likely worsen inland flooding due to changes in precipitation patterns.

The FEMA’s flood hazard maps show that the City is not in a designated flood hazard zone. There are no 100-year floodplains or 500-year floodplains within the City.

Anticipated Impacts
An increase in extreme storms and precipitation can result in flooding of streets, roads, and lowlying areas of the city due to insufficient capacity or diminished function of the stormwater drainage system. Flooding can impact important roadways and evacuation routes, which in turn can impact emergency evacuation routes and emergency response times. Flooding of transportation routes may result in specific neighborhoods or households becoming stranded, unable to evacuate or access critical resources, or being reached by emergency response teams. Additional surface water on roads can also lead to hazardous driving conditions.

Vulnerabilities
Potential vulnerabilities to flooding include population, property, and infrastructure. Low-lying populations are particularly vulnerable, as is low-lying infrastructure, such as roads that provide critical access functions for residents, workers, and emergency responders.

In general, flooding can impact communities by resulting in injury or death, or isolating individuals or families and cutting them off from essential services. Property damage from flooding can be particularly burdensome for low-income families or renters who may face challenges rebuilding following a flood event. Flooding can also cause mold in buildings, which can result in long-term health impacts.

Adaptive Capacity
○ Positive Factors:
○ The City’s General Plan contains policies for improving water quality through conservation programs for residents and businesses, encouraging sustainable irrigation systems, water

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schedules for residents, and using drought-tolerant species for tree plantings and landscaping.
○ The City will updated its Hazard Mitigation Plan (HMP) in 2025, which includes an assessment of hazards and hazard preparedness, and allow the City to access disaster response funds.

Potential Strategies
● Prioritize green infrastructure implementation in areas that are vulnerable to flood and/or where critical infrastructure is older in age and less resilient to flooding hazards. ● Expand programs for water recycling.
● Enhance existing community infrastructure and amenities to protect from extreme storms (public streets, bus shelters, active transportation corridors).

Drought
Forecast
Climate change is expected to exacerbate drought conditions throughout the region, bringing more frequent and longer periods of dry conditions that could impact water supplies and lead to shortages. Local drought conditions vary across regions depending on location since water sources and conditions vary by community. The City of Maywood relies on groundwater resources, supplied by three water companies (Maywood Water Co. #1, #2, and #3). Maywood is vulnerable to drought conditions due to its Mediterranean climate, low annual levels of precipitation, and dependence on groundwater resources for supply. Although the 2022/2023 rainy season was much wetter than usual, statewide rainfall and snowpack was extremely for several years prior, leading to diminished levels of groundwater.

The shift in global temperatures will increase the likelihood of worsening dry spells, which are periods of dry weather with no precipitation. Dry spells historically (from 1961 to 1990), averaged 160 days (Cal-Adapt, 2021). Precipitation models show the duration of dry spells is expected to increase, up to 196 days by 2050 and up to 209 days by 2100. While this means longer periods without rainfall, rainfall events that do occur are expected to have greater range and intensity, meaning there is a likelihood of more rainfall within shorter periods of time. Historically, the City saw up to 16 inches of rainfall per year. Annual precipitation levels are expected to increase up to 22 inches by 2100.

Figure E-2 shows drought conditions for the County from 2010 to 2023. The map uses 5 categories to show drought conditions, with D0 representing abnormally dry and D4 representing exceptional drought conditions. White spaces represent time periods with no drought conditions.

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SOURCE: National Integrated Drought Information System, 2023 FIGURE E-2 Los Angeles County Drought Conditions (2010–2023) Anticipated Impacts
Prolonged periods of drought can impact water prices, food costs, security, vegetation, and wildlife, and contribute to wildfires and bad air quality. Stress on plant communities and trees can increase susceptibility to pests, diseases, and plant mortality, which creates more suitable conditions for wildfires. Large wildfires can significantly impact air quality and harm human health and may strain emergency response services. For the City of Maywood, which relies on the County of LA for police and fire services, shortages and delays in emergency response could be affected during active wildfires in the region.

Vulnerabilities
Vulnerable populations include low-income households who will be disproportionately affected by increases in water prices. Additionally, individuals who are sensitive to air pollution including outdoor workers and those with chronic illnesses, are indirectly impacted by drought when it contributes to an increase in the frequency and severity of regional wildfires, causing more smoke and bad air quality days.

Physical assets in the City that are vulnerable to drought include parks and urban trees, water supply infrastructure, and groundwater wells used for irrigation and pollutant monitoring.

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Adaptive Capacity
● Positive Factors:
○ Maywood’s water companies have water conservation restrictions for residents and businesses, including a watering schedule and limits on outdoor watering. ○ In 2021, the City received approximately $2.7 million for a new groundwater filtration system to improve the removal of contaminants from drinking water. This project benefits residents within the Maywood Water Co. #2 service area (SWRCB 2021). ● Negative Factors:
○ Maywood is dependent on groundwater resources for its supply; low diversity of supply makes it vulnerable.

Potential Strategies
● Promote water-conserving landscaping for residential and commercial properties that use less water.
○ Require new plantings to be drought tolerant; Promote the planting of native species; develop a policy for “right tree, right place” in collaboration with TreePeople or Amigos de Los Rios.
○ Work with utilities to provide educational water programs started at reducing water consumption and increasing environmental stewardship for the conservation of water resources.
● Partner with local/regional organizations to identify vulnerabilities relating to food insecurity.

Vector-Borne Diseases
Forecast
Vector-borne diseases result from infections transmitted to humans or other animals, most commonly by arthropods that feed on blood such as mosquitos, ticks, and fleas. Arthropods are considered disease vectors due to their ability to transmit diseases and other pathogens (WHO 2020). Vector-borne diseases make up more than 17% of all infectious diseases and can be caused by pathogens like parasites, viruses, and bacteria (LA County 2021). Expected increases in primary climate change impacts like extreme heat, extreme precipitation, and flooding in LA County all create an environment conducive to the proliferation of mosquito populations (SCAG 2020). In LA County, drought conditions may slow the flow of water in aqueducts and cause the proliferation of stagnant water increasing the breeding grounds for mosquitoes and other vectors (LA County 2021).

Each female mosquito can lay hundreds of eggs in stagnant water and these eggs can hatch and develop into adults in five to seven days.

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Vulnerabilities
Existing health conditions may be further exacerbated by the presence of disease vectors, like mosquitos and ticks, and vector-borne diseases. The diseases associated with vectors, such as West Nile Virus, are of particular risk for people over 50 and those living with pre-existing health conditions (LA County Public Health 2022). The disproportionality of high levels of individuals living without health insurance in Maywood is also of concern regarding vector-borne illnesses as these individuals are less likely to seek care at the onset of symptoms.

Anticipated Impacts
Due to the urban conditions of Maywood vector threats center around mosquito-borne illnesses.

Expected changes in meteorological conditions in LA County are especially favorable for the invasive Aedes species of mosquitos which are already found in most LA communities. Aedes mosquitoes were first documented in LA in 2001 and are known to carry diseases like yellow fever and West Nile virus. Additionally, the LA native Culex mosquito species are known to carry West Nile Virus in the County. Although common conditions of climate change like extreme weather patterns will likely continue to facilitate the spread of mosquitoes, it’s unclear to what extent this will occur in the LA area.

Adaptive Capacity
● Positive Factors:
○ Maywood is part of the Greater Los Angeles County Control District Mosquito Watch neighborhood program. This program provides residents with opportunities to learn how to prevent the spread of vectors and vector-borne diseases thereby creating safer neighborhoods.
● Negative Factors:
○ The City’s close proximity to the LA River poses an increased risk of vector-borne diseases if water stagnates in the riverbed.

Potential Strategies
● Promote community-level programs to educate residents about the risk of vector-borne diseases and abate stagnant water.
● Collaborate with regional organizations, such as LA County Public Health and Greater LA County Vector Control District, for monitoring vectors and health impacts in the community, in preparation for potential disease breakouts (and during disease breakouts). ● Provide residents with resources for education about the prevention and treatment of vectorborne diseases.

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Appendix E References Cited
Asian Pacific Environmental Network (APEN). 2019. Mapping Resilience: A Blueprint for Thriving in the Face of Climate Disasters. Available online: https://apen4ej.org/wpcontent/uploads/2019/10/APEN-Mapping_Resilience-Executive_Summary.pdf.

Bedsworth, Louise, Dan Cayan, Guido Franco, Leah Fisher, Sonya Ziaja. (California Governor’s Office of Planning and Research, Scripps Institution of Oceanography, California Energy Commission, California Public Utilities Commission). 2018. Statewide Summary Report. California’s Fourth Climate Change Assessment. Publication number: SUMCCCA4-2018-013.

Cal-Adapt. 2018. Climate Tools, Local Climate change Snapshot. Selected indicators for the City of Maywood: Annual Average Maximum Temperature, Extreme Heat Days. Cal-Adapt website developed by University of California at Berkeley’s Geospatial Innovation Facility under contract with the California Energy Commission. Accessed April 2023. Available: https://cal-adapt.org/ Centers for Disease Control and Prevention (CDC). 2019. PLACES: Local Data for Better Health.

National Center for Chronic Disease and Health Promotion, Division of Population Health, Atlanta, GA. Accessed July 20, 2022.
https://experience.arcgis.com/experience/22c7182a162d45788dd52a2362f8ed65.

Cho, Renee, 2020. Columbia University State of the Planet. “Why Climate Change is an Environmental Justice Issue”. September 22, 2020. Available online:
https://blogs.ei.columbia.edu/2020/09/22/climate-change-environmental-justice/.

City of Maywood. 2022. Draft CommUNITY General Plan Update, Sixth Cycle (2021 – 2029) Housing Element.

Climate Central. 2021. “Urban Heat Islands.” Climate Matters. July 14, 2021. https://www.climatecentral.org/climate-matters/urban-heat-islands.

California-Nevada Climate Applications Program (CNAP). 2015. California Heat Waves. July. https://www.swcasc.arizona.edu/sites/default/files/HeatWaves.pdf.

CNRA (California Natural Resources Agency). 2018. California Fourth Climate Change Assessment, Los Angeles Regional Report. Published September 28, 2018.
https://www.energy.ca.gov/sites/default/files/2019-11/Reg%20Report-%20SUM-CCCA4-2018- 007%20LosAngeles_ADA.pdf.

Integrated Climate Adaptation and Resiliency Program (ICARP). 2018. Defining vulnerable communities in the context of climate adaptation (ICARP Technical Advisory Council guide). State of California. https://lci.ca.gov/docs/20180723-vulnerable_communities.pdf Kampgrounds of Ameria (KOA). 2023. City of Maywood Active Transportation Plan, Updated Proposed Treatments & Areas of Opportunity. PowerPoint presentation. July 26, 2023.

County of Los Angeles (LA County). 2019. All-Hazards Mitigation Plan. Public Draft. Available:
https://file.lacounty.gov/SDSInter/lac/1062614_AHMPPublicDraft_Oct1.pdf.

APPENDIX E. Climate Change Vulnerability Assessment
City of Maywood Climate Action, Adaptation, and Resilience Plan Final Plan | March 2026
E-22
LA County (Los Angeles County). 2021. LA County Climate Vulnerability Assessment. https://ceo.lacounty.gov/wp-content/uploads/2021/10/LA-County-Climate-VulnerabilityAssessment-1.pdf.

County of Los Angeles Public Health. (LA County Public Health). 2022. WNV in Los Angeles County. http://publichealth.lacounty.gov/acd/WNVData.htm
Lawrence R. Stanberry, Madeleine C. Thomson, Wilmot James. Prioritizing the needs of children in a changing climate. PLOS Medicine, 2018; 15 (7): e1002627 DOI: 10.1371/journal.pmed.1002627.

Lindsey, Rebecca and Dahlman, LuAnn. 2023. Climate Change: Global Temperature. Published January 18, 2023. Available: https://www.climate.gov/news-features/understandingclimate/climate-change-global-temperature.

Loyola Marymount University Center of Urban Resilience (LMU CURes) and TreePeople. 2021. Tree Canopy Map Viewer. Available:
https://academics.lmu.edu/cures/research/greeninfrastructure/treemaps/ Michael Méndez, Genevieve Flores-Haro, Lucas Zucker, “The (in)visible victims of disaster:

Understanding the vulnerability of undocumented Latino/a and indigenous immigrants,” Geoforum, Volume 116, 2020, Pages 50-62, ISSN 0016-7185, https://doi.org/10.1016/j.geoforum.2020.07.007.

Office of Environmental Health Hazard Assessment (OEHHA). 2021. CalEnvioScreen 4.0. Selected Indicators for the City of Maywood. Available:
https://oehha.ca.gov/calenviroscreen/report/calenviroscreen-40.

Park, R.J., Mickley, L.J., & Kaplan, J.O. 2020. Large role of anthropogenic climate change in driving smoke exposure across the western United States from 1992 to 2020. Earth and Space Science.

Public Health Alliance of Southern California (PHASoCal). 2022. California Healthy Places Index 3.0.

Selected Indicators for the City of Maywood: Students Eligible for Free & Reduced Meal Program (2015 – 2016), Low-Income Homeowner Severe Housing Cost Burden (2013 – 2017) Southern California Association of Governments (SCAG). 2017. Profile of the City of Maywood. May 2017. Available: https://scag.ca.gov/sites/main/files/fileattachments/maywood_localprofile.pdf?1606011222.

SCAG. 2020. Southern California Climate Adaptation Planning Guide. https://scag.ca.gov/sites/main/files/file-attachments/socaladaptationplanningguide_oct2020_0.pdf State Water Resources Control Board (SWRCB). 2021. State Water Board celebrates City of Maywood’s groundwater filtration system. Media Release. November 18, 2021. Available:
https://www.waterboards.ca.gov/losangeles/press_room/press_releases/2021/pr11182021- maywood-groundwater-filtration-system-celebration-ceremony.pdf.

Trust for Public Land (TPL). 2023. ParkScore. City of Maywood. Accessed April 2023. Available:
https://www.tpl.org/parkscore.

APPENDIX E. Climate Change Vulnerability Assessment
City of Maywood Climate Action, Adaptation, and Resilience Plan March 2026 | Final Plan
E-23
United States Census Bureau (U.S. Census). 2021. American Community Survey (ACS) 2021 5-Year Estimates Subject Tables. Selected Tables for the City of Maywood: S0101 Age and Sex, DP03 Selected Economic Characteristics, DP04 Selected Housing Characteristics, S1810 Disability Characteristics. Available:
https://data.census.gov/table?q=S0101&g=160XX00US0646492&tid=ACSST5Y2021.S0101.

USEPA. 2022. Heat Island Impacts. Last Updated September 2, 2022. Available:
https://www.epa.gov/heatislands/heat-island-impacts.

World Health Organization. (WHO). 2020. Vector-borne diseases. https://www.who.int/newsroom/fact-sheets/detail/vector-borne-diseases.

CITY OF MAYWOOD CLIMATE ACTION,

ADAPTATION, AND RESILIENCE PLAN PROJECT
Initial Study/Mitigated Negative Declaration
Prepared for January 2026
City of Maywood
Public Review Draft

CITY OF MAYWOOD CLIMATE ACTION, ADAPTATION,

AND RESILIENCE PLAN PROJECT
Initial Study/Mitigated Negative Declaration
Prepared for January 2026
City of Maywood
633 West 5th Street
Suite 830
Los Angeles, CA 90071
213.599.4300
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City of Maywood Climate Action, Adaptation, and Resilience Plan Project i D202500378.00 Initial Study/Mitigated Negative Declaration January 2026

CONTENTS
City of Maywood Climate Action, Adaptation, and
Resilience Plan Project
Initial Study/Mitigated Negative Declaration
Page
Acronyms and Other Abbreviations............................................................................................... iii Chapter 1 Introduction................................................................................................................... 1-1 Overview ................................................................................................................................. 1-1 Purpose of the Initial Study ..................................................................................................... 1-2 Summary of Findings .............................................................................................................. 1-2 Approvals ................................................................................................................................ 1-3 Document Organization .......................................................................................................... 1-3 Chapter 2 Project Description....................................................................................................... 2-1 Project Overview..................................................................................................................... 2-1 Regional Location and Setting ................................................................................................ 2-2 General Plan Designation and Zoning .................................................................................... 2-5 Climate Action, Adaptation, and Resilience Plan (CAARP)..................................................... 2-5 Transportation VMT Reduction Strategies .............................................................................. 2-6 State GHG Reduction Efforts .................................................................................................. 2-9 Regional Sustainability and GHG Reduction Efforts ............................................................. 2-12 Local Sustainability and GHG Reduction Efforts................................................................... 2-13 Baseline Conditions: GHG Inventories.................................................................................. 2-14 GHG Forecasts ..................................................................................................................... 2-15 GHG Reduction Targets........................................................................................................ 2-16 GHG Reduction Strategies and Measures ............................................................................ 2-17 Adaptation and Resilience Strategies and Measures............................................................ 2-32 Integrating Climate Vulnerability, VMT Reduction, and Adaptation Strategies...................... 2-33 Required Approvals............................................................................................................... 2-40 Chapter 3 Initial Study/Environmental Checklist......................................................................... 3-1 Environmental Factors Potentially Affected............................................................................. 3-2 Aesthetics ............................................................................................................................... 3-4 Agriculture and Forestry Resources........................................................................................ 3-7 Air Quality ............................................................................................................................... 3-9 Biological Resources............................................................................................................. 3-17 Cultural Resources................................................................................................................ 3-22 Energy................................................................................................................................... 3-26 Geology and Soils ................................................................................................................. 3-29 Greenhouse Gas Emissions ................................................................................................. 3-35 Hazards and Hazardous Materials ........................................................................................ 3-43 Hydrology and Water Quality ................................................................................................ 3-47 Land Use and Planning......................................................................................................... 3-51

Contents
City of Maywood Climate Action, Adaptation, and Resilience Plan Project ii D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Mineral Resources ................................................................................................................ 3-52 Noise..................................................................................................................................... 3-53 Population and Housing ........................................................................................................ 3-55 Public Services...................................................................................................................... 3-57 Recreation............................................................................................................................. 3-59 Transportation....................................................................................................................... 3-61 Tribal Cultural Resources...................................................................................................... 3-63 Utilities and Service Systems................................................................................................ 3-65 Wildfire .................................................................................................................................. 3-68 Mandatory Findings of Significance ...................................................................................... 3-70 Chapter 4 References .................................................................................................................... 4-1 Figures
Figure 1 Regional Location .......................................................................................................... 2-3 Figure 2 Plan Location ................................................................................................................. 2-4 Figure 3 Maywood CAARP Draft GHG Emissions Targets Aligned with State Mandates.......... 2-16 Tables
Table 1 City of Maywood CAARP VMT Reduction Strategies .................................................... 2-7 Table 2 City of Maywood 2010 GHG Emissions....................................................................... 2-15 Table 3 City of Maywood 2023 GHG Emissions....................................................................... 2-15 Table 4 Maywood CAARP GHG Reduction Measures ............................................................. 2-18 Table 5 Maywood CAARP Adaptation and Resilience Strategy and Measures........................ 2-34 Table 6 Maywood CAARP VMT Reduction Strategies, Vulnerability, and Adaptation Matrix ... 2-37 Table 7 Reduction Measures by Category................................................................................ 2-40 Appendices
A. Climate Action, Adaptation, and Resilience Plan Assessment: Phase I Final B. 2023 GHG Inventory Update Memorandum
C. Native American Consultation Materials
D. Mitigation Monitoring and Reporting Program

City of Maywood Climate Action, Adaptation, and Resilience Plan Project iii D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Acronyms and Other Abbreviations
Abbreviation Definition
AB Assembly Bill
AC2HP Accelerate Clean Energy to Heat Pump
ACC Advanced Clean Cars
AQMPs Air Quality Management Plans
ATCM Airborne Toxic Control Measure
Basin South Coast Air Basin
BAU Business as Usual
BEVs battery electric vehicles
BMPs best management practices
CAA Clean Air Act
CAARP Climate Action Adaptation and Resilience Plan
CALFIRE California Department of Forestry and Fire Protection CARB California Air Resources Board
CBC California Building Code
CBO CBO = Community-Based Organization
CEQA California Environmental Quality Act
CESA California Endangered Species Act
CFGC California Fish and Game Code
CGS California Geologic Survey
CH4 methane
City City of Maywood
CO carbon monoxide
CO2 carbon dioxide
CRHR California Register of Historical Resources
CWA Clean Water Act
DOC Department of Conservation
DPM diesel particulate matter
DTSC Department of Toxic Substances Control
EIR Environmental Impact Report
EJ Environmental Justice
ERAP Energy Resilience Action Plan
ESA Endangered Species Act
ESA Environmental Science Associates
EV electric vehicle
FCEVs fuel cell vehicles
FEMA Federal Emergency Management Agency
FMMP Farmland Mapping and Monitoring Program
GHG greenhouse gas
HCP Habitat Conservation Plan
HFCs hydrofluorocarbons
HMP Hazard Mitigation Plan

City of Maywood Climate Action, Adaptation, and Resilience Plan Project iv D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 HVAC Heating Ventilation and Air Conditioning
ILG Institute for Local Government
IS/MND Initial Study/Mitigated Negative Declaration
LA Metro Los Angeles County Metropolitan Transportation Authority LCFS Low Carbon Fuel Standard
LHMP Local Hazard Mitigation Plan
LIFE LA Metro’s Low-Income Fare Is Easy
LRA Local Responsibility Area
MBTA Migratory Bird Treaty Act
MTCO2e carbon dioxide equivalent
N2O nitrous oxide
NAAQS National Ambient Air Quality Standards
NCCP Natural Community Conservation Plan
ND negative declaration
NF3 nitrogen trifluoride
NHSTA National Highway Traffic Safety Administration
NPDES National Pollutant Discharge Elimination System
OSHA Occupational Safety & Health Administration
PDA’s Priority Development Areas
PEVs plug-in battery vehicles
PFCs perfluorocarbons
PM10 particulate matter 10
PRC Public Resources Code
RPS Renewables Portfolio Standard
RTP/SCS Regional Transportation Plan/Sustainable Communities Strategy SB Senate Bill
SCAG Southern California Association of Governments
SCAQMD South Coast Air Quality Management District
SCE Southern California Edison’s
SF6 sulfur hexafluoride
SIP State Implementation Plan
SLCP Short-Lived Climate Pollutants
SoCalGas Southern California Gas Company
SRA State Responsibility Area
SWPPP Stormwater Pollution Prevention Plan
TACs toxic air contaminants
TDM Transportation Demand Management
USEPA United States Environmental Protection Agency
USFWS United States Fish and Wildlife Service
VHFSZ Very High Fire Hazard Severity Zone
VMT vehicle miles traveled
VOC volatile organic compounds
ZEVs zero-emission vehicles

City of Maywood Climate Action, Adaptation, and Resilience Plan Project 1-1 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 CHAPTER 1
Introduction
Overview
The City of Maywood (City) has prepared this Initial Study/Mitigated Negative Declaration (IS/MND) in compliance with the California Environmental Quality Act (CEQA) and the CEQA Guidelines to address the environmental consequences of the City’s Climate Action Adaptation and Resilience Plan (CAARP) Project.

The CAARP (also referred to herein as the proposed Project) would address greenhouse gas (GHG) emissions consistent with the target reductions of Assembly Bill (AB) 32, the AB 32 Scoping Plan, Senate Bill (SB) 32, and AB 1279, which set forth State policy related to GHG emission reductions. The CAARP would be the first Climate Action, Adaptation, and Resilience Plan for the City and would also streamline future environmental review of projects in the City by utilizing CEQA Guidelines Section 15183.5 (a), Tiering and Streamlining the Analysis of Greenhouse Gas Emissions, which, in part, states:

Lead agencies may analyze and mitigate the significant effects of greenhouse gas emissions at a programmatic level, such as in…a separate plan to reduce greenhouse gas emissions. Later project-specific environmental documents may tier from and/or incorporate by reference that existing programmatic review.

The City is particularly vulnerable to climate change due to factors such as its geographic location, susceptibility to localized flooding and extreme heat, and proximity to industrial facilities and freeways.

The CAARP serves as a crucial tool and strategic roadmap to address the pressing challenges posed by climate change, aiming to accelerate GHG emission reductions and enhance the City’s and its residents' capacity to prepare for and address climate change impacts.1 The CAARP contains strategies and measures for reducing community GHG emissions and for adapting and increasing resilience to climate change. The CAARP’s primary goal is to provide a comprehensive, equitable framework for climate action, setting the City on a path to a more resilient future by addressing the unique challenges and vulnerabilities faced by the community, including its environmental justice priority status. The CAARP would help reduce GHG emissions and improve the community's resilience to climate change impacts, guiding how the City funds and prioritizes related projects and programs. Upon adoption of the CAARP, the City would implement its reduction measures, monitor progress towards achieving the reduction targets and related goals, and evaluate the effectiveness of the results to make necessary adjustments and improve performance.
1 City of Maywood. 2025. Climate Action, Adaptation, and Resilience Plan. Available at:
https://www.cityofmaywood.com/411/Climate-Action-Adaptation-and-Resilience, accessed July 30, 2025.

1. Introduction
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 1-2 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 This environmental checklist provides analysis of the potential environmental effects associated with implementation of the proposed Project and provides evidence supporting the adoption.

Purpose of the Initial Study
This document is an IS/MND prepared in accordance with CEQA (Public Resources Code [PRC] Section 21000 et seq.) and the CEQA Guidelines (Title 14, Section 15000 et seq. of the California Code of Regulations [CCR]). The purpose of this IS/MND is to (1) determine whether project implementation would result in potentially significant or significant effects on the environment; and (2) incorporate mitigation measures, if and as necessary, to eliminate the project’s potentially significant or significant project effects or reduce them to a less-than-significant level.

If there is substantial evidence (such as the findings of an IS) that a project, either individually or cumulatively, may have a significant effect on the physical environment, the lead agency must prepare an Environmental Impact Report (EIR) (CEQA Guidelines Section 15064[a]). If the IS concludes that impacts would be less than significant or that mitigation measures would clearly reduce impacts to a lessthan-significant level, a negative declaration (ND) or MND can be prepared.

An ND or MND is a written statement prepared by the lead agency describing why the proposed Project would not have a significant impact on the environment and, therefore, would not require preparing an EIR (CEQA Guidelines Section 15371). According to Section 15070 of the CEQA Guidelines, an ND or MND should be prepared when either:
• The IS shows that there is no substantial evidence, in light of the whole record before the lead agency, that the project may have a significant impact on the environment; or • The IS identifies potentially significant impacts, but:
– Revisions made to the project plans or proposal before the proposed MND is released for public review would avoid the impacts or mitigate the impacts to a point where clearly no significant impacts would occur; and
– There is no substantial evidence, in light of the whole record before the agency, that the proposed project as revised may have a significant impact on the environment.

The City has analyzed the potential environmental impacts of the proposed Project, determined that the proposed Project’s impacts would be less than significant (either with or without implementation of applicable mitigation measures), and therefore has prepared this Draft IS/MND.

Summary of Findings
Chapter 3 of this document contains the analysis and discussion of potential environmental impacts of the proposed Project. The analysis in this IS concludes that the proposed Project would have no impacts or less than significant impacts either with or without implementation of applicable mitigation measures. As such, further environmental review is not required by CEQA.

1. Introduction
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 1-3 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Approvals
Approval of the proposed Project requires discretionary action by the City, which includes adopting the IS/MND. The proposed Project requires the City Council approval of the CAARP and adoption of the MND. Although individual projects may be implemented under the CAARP, each of these projects would be subject to a separate environmental review under CEQA, as required and applicable. This adoption is essential for enabling the streamlining provision, which allows future projects in the City that are consistent with the CAARP’s goals to be considered in compliance with the State’s GHG emission targets.

Document Organization
This Initial Study is organized into four chapters:
• Chapter I: Introduction. Provides summary information about the proposed Project and describes the purpose and content of the Initial Study, the project background, and the necessary permits and approvals.
• Chapter II: Project Description. Provides the Project location, Project objectives, and a detailed Project description.
• Chapter III: Environmental Checklist. Contains the completed Initial Study checklist. The checklist contains an assessment and discussion of impacts associated with each particular environmental issue.
• Chapter IV: References. Identifies the information sources used in preparing this Initial Study.

1. Introduction
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 1-4 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 This page intentionally left blank

City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-1 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 CHAPTER 2
Project Description
Project Overview
The City of Maywood (City) is actively preparing its Climate Action, Adaptation, and Resilience Plan (CAARP), referred to herein as the proposed Project. This comprehensive plan is designed to address greenhouse gas (GHG) emissions for both municipal operations and the broader community in alignment with the target reductions established by California state policies, including Assembly Bill (AB) 32, the AB 32 Scoping Plan, Senate Bill (SB) 32, and AB 1279.

The City faces unique environmental challenges, making it particularly susceptible to climate change impacts. These factors include its geographical location, vulnerability to flooding and extreme heat, and proximity to industrial facilities, pollution sources, and major freeways. Recognizing its high-density urban environment, significant Latino population, and notable poverty rate, the City prioritizes environmental justice and climate equity in its planning efforts. The CAARP aims to provide a robust framework that not only emphasizes the social, environmental, and economic benefits of reducing community GHG emissions but also significantly enhances the City's resilience to climate change impacts.

The CAARP outlines a strategic roadmap with clear goals, innovative strategies, and actionable measures across various sectors. These include transportation, electricity, natural gas, solid waste, wastewater treatment, and energy use for water conveyance. The CAARP’s foundation is built upon comprehensive assessments, notably with updates to the City's 2010 community GHG inventory for the years 2010-2023 and detailed analysis of emissions trends. The CAARP provides both a Business as Usual (BAU) forecast and an Adjusted BAU forecast, which considers the anticipated effects of State regulations and adopted policies. The measures and targets within the CAARP are designed to align with ambitious statewide reduction goals: 40 percent below 1990 levels by 2030 (as per SB 32) and achieving 85 percent below 1990 levels along with statewide carbon neutrality by 2045 (as per AB 1279). The CAARP sets a nearterm target for 2035 and a long-term target for 2045. Quantitative modeling indicates that the City’s 2035 target would be achieved through implementation of the CAARP measures, but additional reductions of approximately 7,000 metric tons of carbon dioxide equivalent (MTCO2e) per year would be necessary to reach the 2045 target.

Specific objectives outlined in the CAARP include achieving 100-percent carbon-free electricity for buildings, significant electrification of both new and existing residential and non-residential buildings, aiming for a high percentage of local vehicles to be zero-emission vehicles (ZEVs), and substantial reductions in vehicle miles traveled (VMT) and the volume of waste sent to landfills. The CAARP specifically focuses on implementing strategies to reduce VMT by providing subsidized or discounted

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-2 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 transit passes, improving pedestrian and bicycle infrastructure, and encouraging the use of public transportation by extending network coverage and hours. Furthermore, the Plan includes measures to limit residential parking supply and unbundle its costs from the cost of housing, as well as the implementation of market-priced public parking to incentivize a shift away from private vehicle use.

A critical component of the CAARP's development has been extensive community outreach and engagement. This process involved in-person and online surveys, as well as virtual focus groups, with materials translated into Spanish to ensure broad participation and accessibility. Key insights from this engagement highlighted community priorities such as improving health, saving money, and enhancing resilience and safety as the most important co-benefits of GHG reduction strategies. With regard to climate change effects, top concerns identified by the community included exacerbation of poor air quality, extreme heat and heat waves, and drought and water supply. Other key priorities identified through outreach included improving active transportation and public transit, planting trees for cooling and beautification, and limiting trucking and industrial uses.

Furthermore, the CAARP incorporates a Climate Change Vulnerability Assessment that thoroughly examines the City’s exposure and sensitivity to various climate change hazards, and evaluates risks related to extreme heat, air pollution, extreme storms and stormwater flooding, drought, and vector-borne diseases. It also considers the vulnerabilities of specific populations and critical infrastructure, including buildings and critical assets, thereby informing the development of targeted adaptation and resilience strategies.

Regional Location and Setting
The City is located in southeastern Los Angeles County, approximately eight miles southeast of downtown Los Angeles, and is bordered by the cities of Vernon to the north, Commerce to the east, Bell to the south, and Huntington Park to the west. 2 Figure 1, Regional Location, shows the regional location of the City and Figure 2, Plan Location, illustrates the plan boundaries of the CAARP, which is contiguous with the City’s corporate boundaries, as the CAARP is a city-wide plan. Regional access to Maywood is primarily provided by Interstate 710 (Long Beach Freeway [I-710]), which runs along its eastern border, and Interstate 5 (Santa Ana Freeway [I-5]), located further to the east of I-710.

The City is served by several public transit options, including its own local Maywood Express Transit Fixed Route / Maywood Express Shuttle, which provides free, accessible daily service on a fixed route within the City.3 For residents with disabilities and seniors, a Dial-A-Ride Paratransit service offers curbto-curb shared transportation within the City and to certain external medical appointments.4

2 City of Maywood. 2023. 2023 Land Use Element. Approved November 28, 2023. Available at:
https://www.cityofmaywood.com/DocumentCenter/View/2777/Land-Use---Final2?bidId=, accessed July 29, 2025. 3 City of Maywood. 2023. 2023 Circulation Element. Approved November 28, 2023. Available at:
https://www.cityofmaywood.com/DocumentCenter/View/2778/Circulation_FINAL?bidId=, accessed July 30, 2025. 4 City of Maywood. 2023. 2023 Circulation Element. Approved November 28, 2023. Available at:
https://www.cityofmaywood.com/DocumentCenter/View/2778/Circulation_FINAL?bidId=, accessed July 30, 2025.

Path: C:\Users\RTeitel\Desktop\202500378_CityMaywood.aprx Fig 1 - Project Location, RTeitel 10/29/2025 SOURCE: ESA, 2025 City of Maywood
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2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-5 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Regionally, the City is connected by various Metro Bus lines, such as Line 108 (connecting Marina Del Rey to Pico Rivera), Lines 260/261 (a Metro Local Line), and Line 611 (connecting Huntington Park, Vernon, and Cudahy).5 Additionally, while not directly in Maywood, the Metro A Line light rail has a station at Slauson, providing broader regional access.

The City is considered more vulnerable to climate change than other communities in California due to environmental factors, including its geographic location and urbanized landscape, both of which make the City prone to localized flooding and extreme heat. The Los Angeles River also runs along the City’s eastern border, which is designed to minimize the risk of flooding, but could also contribute to future flood risks associated with climate change and increased flood flows within the River channel. The City is also located in proximity to industrial facilities that contribute to pollution, and proximity to freeways, which contributes to environmental concerns, such as air pollution.6 Specifically, baseline air pollution is already high in the City, with diesel particulate matter (PM) concentrations higher than 90 percent of California communities and PM2.5 concentrations exceeding the 85th percentile statewide.

General Plan Designation and Zoning
The CAARP would be implemented citywide and would apply to all General Plan and zoning designations. The CAARP does not directly propose changes to the existing General Plan or zoning designations.

Climate Action, Adaptation, and Resilience Plan (CAARP) The City is actively developing and would adopt its first CAARP to create a healthy, safe, and environmentally responsible community. The proposed Project includes the adoption and implementation of the CAARP, which would serve as a crucial tool for the City to address the pressing challenges posed by climate change. The CAARP establishes a comprehensive framework designed to reduce GHG emissions and enhance the community’s resilience to the impacts of climate change. It would outline a strategic roadmap, comprising clear goals, innovative strategies, and actionable measures aimed at accelerating the reduction of GHG emissions. Furthermore, it would emphasize the importance of enhancing the City’s capacity, as well as that of its residents, to effectively adapt to and mitigate the adverse effects of climate change.7 The CAARP contains strategies and measures for reducing community GHG emissions and for adapting and increasing resilience to climate change.

As part of this effort, Environmental Science Associates (ESA) completed a Phase 1 Assessment for the CAARP, summarized in a memorandum dated September 15, 2023 (Appendix A). This assessment included an update to the 2010 community GHG inventory and analysis of emission trends, and emissions forecasts for the City, quantifying GHG emissions that occurred throughout the calendar year 2015 from activities within the City by residents, businesses, and the City government. In Phase 2 (CAARP 5 City of Maywood. 2023. 2023 Circulation Element. Figure 6: Commuting To Work Via Public Transit. Approved November 28, 2023. Available at:
https://www.cityofmaywood.com/DocumentCenter/View/2778/Circulation_FINAL?bidId=, accessed July 30, 2025. 6 City of Maywood. 2023. 2023 Environmental Justice (EJ) Element. Approved November 28, 2023. Available at:
https://www.cityofmaywood.com/273/General-Plan, accessed July 30, 2025. 7 City of Maywood. 2025. Climate Action, Adaptation, and Resilience Plan. Available at:
https://www.cityofmaywood.com/411/Climate-Action-Adaptation-and-Resilience, accessed July 30, 2025.

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-6 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 development), ESA completed another update to the community GHG inventory for calendar year 2023.

These updates provide an understanding of where GHG emissions originate and informed the development of emission reduction strategies and actions that were developed as part of the CAARP. The 2015 and 2023 inventories used the same methodology as the 2010 inventory, ensuring comparability of emissions.

The 2023 community GHG inventory reported total emissions of 85,607 MTCO2e. A majority of these emissions were generated from on-road transportation (55 percent). The remaining emissions came from natural gas and electricity use (27 percent), solid waste disposal (6 percent), short-lived climate pollutants (5 percent), off-road equipment (3 percent), water supply (3 percent), and wastewater treatment (1 percent).

The CAARP also includes emissions forecasts, providing a basis against which GHG reduction programs can be quantified. The BAU forecast, projected forward from the 2023 inventory, indicates future community GHG emissions of 84,956 MTCO2e for 2035 and 83,881 MTCO2e for 2045. The adjusted BAU forecast, which accounts for state regulations and adopted policies, predicts community GHG emissions of 68,948 MTCO2e for 2035 and 34,409 MTCO2e for 2045, representing reductions of approximately 22 percent below 2010 levels by 2035 and 61 percent below 2010 levels by 2045. To meet the City’s near-term 2035 target, the CAARP’s reduction measures are modeled to provide a reduction of 11,121 MTCO2e, which is sufficient to achieve the 2035 goal. However, to reach the 2045 target, an additional approximately 7,000 MTCO2e in annual reductions would be required beyond the measures currently outlining in the CAARP.

Upon adoption of the proposed CAARP, the City would implement its reduction measures, monitor progress, and evaluate effectiveness to adjust and improve performance.

Transportation VMT Reduction Strategies
Table 1, City of Maywood CAARP VMT Reduction Strategies, serves as a comprehensive overview of Maywood's proposed CAARP VMT reduction strategies, which are a key driver of potential GHG emissions for the City. These strategies, taken as a whole, are designed to function as a clear and actionable guide for implementing measures that would help reduce GHG emissions from the transportation sector. Table 1 systematically organizes each measure by a unique identifier (e.g., Measure T-1, Measure T-2, etc.) with a descriptive title, and then categorizes each of them based on their respective implementation timeline and scale. This structure allows for a well-planned and strategic approach to tackling transportation-related emissions.

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-7 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 TABLE 1

CITY OF MAYWOOD CAARP VMT REDUCTION STRATEGIES
Measure ID Measure Name Category 2035 Implementation 2045 Implementation T-1 Increase Residential
Density
Land Use Increase Residential Density
through 258 new units
Increase Residential Density
through 344 new units
T-2 Increase Job
Density
Land Use Increase Job Density through 515
thousand new square feet
increase of commercial,
industrial, and public/quasi-public
land
Increase Job Density through 687
thousand new square feet
increase of commercial,
industrial, and public/quasi-public
land
T-3 Provide TransitOriented
Development
Land Use Develop Transit-Oriented
Developments through 253
residential units and 115
thousand square feet of office
space within half mile of Slauson
Ave and Atlantic Blvd high quality
transit stop
Develop Transit-Oriented
Developments through 338
residential units and 153
thousand square feet of office
space within half mile of Slauson
Ave and Atlantic Blvd high quality
transit stop
T-4 Integrate affordable
and Below Market
Rate Housing
Land Use Complete construction of a 61-
unit affordable housing project
and continued development
Complete construction of a 61-
unit affordable housing project
and continued development
T-7 Implement Commute
Trip Reduction
Marketing
Trip Reduction
Programs
Implement Commute Trip
Reduction Marketing for
approximately 400 Employees
(10%)
Implement Commute Trip
Reduction Marketing for
approximately 400 Employees
(10%)
T-9-A Implement
Subsidized or
Discounted Transit
Program
Trip Reduction
Programs
Implement a Subsidized Transit
Pass Program for 670
households (10%)
Implement a Subsidized Transit
Pass Program for 670
households (10%)
T-10 Provide End-of-Trip
Bicycle Facilities
Trip Reduction
Programs
Install EOT Bike Facilities
(including showers) for
approximately 750 new
employees
Install EOT Bike Facilities
(including showers) for
approximately 750 new
employees
T-13 Implement
Employee Parking
Cash-Out
Parking or
Road
Pricing/Manage
ment
Implement Employee Parking
Cashout Program for
approximately 400 Employees
(10%)
Implement Employee Parking
Cashout Program for
approximately 400 Employees
(10%)
T-16 Unbundle
Residential Parking
Costs from Property
Cost
Neighborhood
Design
Unbundle Residential Parking
Costs for approximately 300 new
multifamily dwelling units
Unbundle Residential Parking
Costs for approximately 300 new
multifamily dwelling units
T-19-B Construct or Improve
Bike Boulevard
Neighborhood
Design
Construct 9 miles of new Class III
Bike Facilities identified by
Maywood Active Transportation
Plan
Construct 9 miles of new Class III
Bike Facilities identified by
Maywood Active Transportation
Plan
T-23 Community-Based
Travel Planning
Trip Reduction
Programs
Implement Community-Based
Travel Planning for 20% of
residents
Implement Community-Based
Travel Planning for 20% of
residents
T-24 Implement Market
Price Public Parking
(On-Street)
Parking or
Road
Pricing/Manage
ment
Implement market priced parking
along Slauson Avenue and
Atlantic Avenue near future
mixed-use developments
Implement market priced parking
along Slauson Avenue and
Atlantic Avenue near future
mixed-use developments
T-25 Extend Transit
Network Coverage
or Hours
Transit Expand Maywood Express
service hours by 3 hours each
day and full Saturday coverage
Expand Maywood Express
service hours by 3 hours each
day and full Saturday coverage
T-26 Increase Transit
Service Frequency
Transit Expand Maywood Express
frequency from every 38 minutes
to 20 minutes
Expand Maywood Express
frequency from every 38 minutes
to 20 minutes
Other Mobility Hubs Neighborhood
Design
Construct Slauson Avenue and
Atlantic Boulevard mobility hub
Construct Slauson Avenue and
Atlantic Boulevard mobility hub

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-8 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 The measures are categorized into three distinct timelines to guide implementation: short-term (1-2 years), mid-term (3-5 years), and long-term (6 or more years). Short-term measures are those that can be implemented within one to two years, such as promoting transit-oriented development by placing more housing, shops, and services near transit stops to encourage alternative modes of transportation (Measure M2). Mid-term measures, which have a three- to five-year timeline, include more complex efforts like expanding access to public transit, which would include modifying existing transit service operations, frequencies, and prices (Measure M1). Lastly, long-term measures, requiring 6 or more years, encompass major infrastructure projects like improving street design that supports active transportation and expanding bicycle and pedestrian networks (Measure M3). This phased approach ensures that the City can make continuous progress, starting with immediate actions while planning for future, more extensive projects.

The scale of each measure defines its scope and where it would be applied. The scales include community-wide, City facilities, employment centers, and residential projects. For example, improving pedestrian and bicycle networks are classified as community-wide measures (Measure M3), affecting all residents. In contrast, providing subsidized transit programs (Measure M1) might be targeted specifically at City facilities and employment centers to encourage commuters to use public transportation. Measures like adjusting parking policies to reduce traffic congestion, which encourages people to use more sustainable transportation options (Measure M5), are focused on new or existing residential projects. This varied scale ensures that the VMT reduction efforts are tailored to different sectors of the community.

The measures themselves cover a wide range of strategies aimed at shifting transportation modes from private vehicles to more sustainable options under the Smart Mobility and Active Transportation (M) strategy. Table 1 includes actions to promote public transit usage via financial incentives and service enhancements (Measure M1), encourage walking and biking through infrastructure improvements (Measure M2), promote Transportation Demand Management (TDM) programs for local employers and schools to support carpooling and vanpools (Measure M3), and influence travel behavior through parking management strategies (Measure M4). The inclusion of affordable housing as a VMT reduction measure also highlights an integrated approach that connects transportation planning with land use and housing policy. Overall, Table 1 provides a structured, multi-faceted plan for achieving significant reductions in VMT and associated GHG emissions.

The implementation of these VMT reduction strategies, while primarily aimed at reducing overall VMT and associated GHG emissions, may have secondary environmental impacts. For instance, measures that increase bus ridership and transit network coverage could lead to a temporary increase in emissions from bus trips. Similarly, the construction of new bicycle and pedestrian facilities could have temporary localized impacts. However, the overall long-term benefits of reduced VMT, fewer individual vehicle trips, and a shift to more sustainable transportation modes, taken collectively, are expected to far outweigh these short-term or localized impacts. The ultimate goal of these strategies is a net reduction in emissions and an improvement in overall air quality and community health.

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-9 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 State GHG Reduction Efforts
The City’s CAARP is designed to be fully consistent with California's ambitious statewide goals for GHG emission reductions. Specifically, the CAARP would align with the targets expressed in key state legislation, including AB 32, SB 32, and AB 1279, as well as the strategies outlined in the California Air Resources Board’s (CARB) Scoping Plan. Through this alignment, the City's CAARP would set GHG reduction targets and emission reduction pathways that align with the statewide targets of 40 percent below 1990 levels by 2030 (as mandated by SB 32) and 85 percent below 1990 levels, coupled with statewide carbon neutrality, by 2045 (as pursuant by AB 1279). The City’s near-term target for 2035 is explicitly designed to meet or exceed the level of reduction required by SB 32 for the State’s 2030 target.

Furthermore, the CAARP’s measures and actions would be thoughtfully integrated with existing state planning and funding efforts that connect land use and transportation. This includes consistency with the principles of SB 375, which promotes sustainable communities by linking regional transportation plans with land-use decisions, and SB 379, which requires local governments to incorporate climate adaptation and resiliency strategies into their general plans. The CAARP would support transit-oriented development and active transportation initiatives, leveraging state policies that encourage compact, mixed-use communities and alternative modes of transport to reduce VMT and associated emissions. This includes promoting measures such as end-of-trip bicycle facilities and enhanced pedestrian network improvements.

The City’s CAARP would also strategically align with the state’s significant financial investments in climate action. It would seek consistency with programs like California Climate Investments, a statewide initiative that directs billions of Cap-and-Trade dollars towards reducing GHG emissions annually.

Moreover, the CAARP would be positioned to benefit from billions of dollars in state investments allocated through 2025 for building wildfire resiliency, addressing drought impacts, bolstering water resilience, protecting vulnerable communities from climate risks, advancing zero-emission vehicle goals, promoting climate-smart agriculture, and supporting the circular economy. Critically, the CAARP would align with state policies to direct funding towards projects that benefit disadvantaged and low-income communities, as stipulated by SB 535 and AB 550, ensuring that grant funding proposals are consistent with state planning priorities that promote infill development, resource-efficient new development, and local economic development.

The following section presents an overview of these statewide actions included in the proposed CAARP.

EO S-3-05
Executive Order S-3-05 established foundational statewide GHG emission reduction targets for California, aiming to return to 2000 levels by 2010, 1990 levels by 2020, and 80 percent below 1990 levels by 2050. This executive order has been superseded by legislation, but it provides the historical context and initial ambition for the state's climate action, setting the precedent for the deep decarbonization goals that the City's CAARP would contribute to at a local level.

EO B-30-15
Executive Order B-30-15 sets an interim statewide GHG reduction target of 40 percent below 1990 levels by 2035, bridging the gap between the 2020 and 2050 goals established by EO S-3-05. This executive

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-10 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 order has also been superseded by legislation, but its target was codified into law by SB 32, which now mandates the 40 percent reduction by 2030.

Additionally, AB 1279 has further updated the state’s climate goals, setting a new policy for California to achieve carbon neutrality by no later than 2045 and to reduce statewide human-made GHG emissions to at least 85 percent below 1990 levels by 2045.

EO S-1-07
Executive Order S-1-07 is associated with the establishment of California's Low Carbon Fuel Standard (LCFS). The LCFS plays a significant role in reducing the carbon intensity of transportation fuels statewide. For the City’s CAARP, the LCFS represents a key statewide action that contributes to on-road transportation emission reductions within the City, a sector identified as a major GHG contributor in the City’s 2023 inventory.

California Global Warming Solutions Act of 2006 (AB 32) This landmark legislation codified California's commitment to reduce statewide GHG emissions to 1990 levels by 2020, solidifying the targets initially set by EO S-3-05. The City’s CAARP builds upon the regulatory framework and foundational understanding of GHG emissions established by AB 32, ensuring the City's local efforts are consistent with and contribute to the overarching statewide legal mandate for climate action.

California Global Warming Solutions Act of 2006 (SB 32) This bill solidified the 2030 GHG reduction target of 40 percent below 1990 levels, which was initially set by EO B-30-15, into law. For the City’s CAARP, SB 32 provides the statutory basis for the City's near-term GHG reduction target for 2035, ensuring that the local targets and strategies are legally aligned with California's mandated statewide emissions reductions.

California Climate Crisis Act (AB 1279)
Approved in 2022, AB 1279 significantly advances California's climate ambition by establishing a policy to achieve net-zero GHG emissions as soon as possible, but no later than 2045, and to ensure statewide anthropogenic GHG emissions are reduced by at least 85 percent compared to 1990 levels by the same year. The City’s CAARP would set GHG reduction targets and emission reduction pathways specifically aligned with these aggressive long-term goals, demonstrating the City's commitment to deep decarbonization.

California Endangered Species Act: Take of Species: Renewable Electrical Generation Facilities (AB 550)
While the broader California Endangered Species Act (CESA) is critical for protecting biodiversity, AB 550 specifically deals with the take of species in relation to renewable electrical generation facilities. Its relevance to the City’s CAARP lies in ensuring that the development or expansion of any renewable energy projects or infrastructure within or impacting the City, as part of its climate efforts, are undertaken

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-11 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 in a manner that complies with state environmental protection laws and avoids adverse impacts on endangered species.

Clean Energy and Pollution Reduction Act (SB 350)
SB 350 established ambitious statewide renewable energy and energy efficiency targets, including increasing renewable electricity to 50 percent by 2030 and doubling statewide energy efficiency savings.

The City’s CAARP benefits from and relies on the implementation of SB 350 through its contributions to a cleaner energy grid and enhanced energy efficiency measures, which directly reduce GHG emissions within the City's residential and non-residential sectors.

Sustainable Communities and Climate Protection Act of 2008 (SB 375)
SB 375 aims to reduce GHG emissions from cars and light trucks by aligning regional transportation planning with housing needs and land-use decisions. The City’s CAARP thoughtfully integrates its measures and actions with the principles of SB 375 by emphasizing land use and transportation linkages, supporting transit-oriented development, and promoting active transportation to reduce VMT, a major source of emissions in the City.

Residential Solar Energy Systems (SB 379)
SB 379 requires cities and counties in California to incorporate climate adaptation and resiliency strategies into the safety element of their general plans. This includes identifying vulnerabilities to climate change impacts such as extreme heat, drought, wildfires, and sea-level rise, and then developing policies and programs to address these risks. For the City’s CAARP, SB 379 is highly relevant as it mandates the integration of these crucial adaptation and resilience strategies, ensuring the City's plan comprehensively addresses its specific climate vulnerabilities and builds community-wide capacity to prepare for and withstand future climate impacts.

Disadvantaged Communities (SB 535)
SB 535 requires that a significant portion of California Climate Investments funds be directed to projects that benefit disadvantaged communities, ensuring equitable distribution of climate benefits. The CAARP would align with the state’s policies to direct funding towards projects that benefit its disadvantaged and low-income communities, leveraging opportunities for grant funding that are consistent with promoting infill development and local economic development in these areas.

CARB’s Scoping Plan Update
The CARB’s Scoping Plan is the state's comprehensive framework for achieving its GHG reduction targets, outlining various regulations, programs, and initiatives. CARB's scoping Plan provides the most current strategic direction for California's climate efforts, and the City’s CAARP is designed to be consistent with and informed by this plan, ensuring its local actions contribute effectively to the broader statewide climate strategy.

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-12 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Regional Sustainability and GHG Reduction Efforts
The City has committed to implementing regional policies related to GHG emissions reductions. As follows is a summary of the existing regional GHG emissions reduction efforts, which the City's CAARP is intended to be consistent with or exceed.

Southern California Association of Governments (SCAG) Connect SoCal 2024
The SCAG is the regional planning agency for Los Angeles, Orange, Ventura, Riverside, San Bernardino, and Imperial Counties, and addresses regional issues relating to transportation, the economy, community development and the environment. In April 2024, SCAG’s Regional Council formally adopted Connect SoCal 2024 (Regional Transportation Plan/Sustainable Communities Strategy [RTP/SCS]).

The Connect SoCal 2024 builds upon the progress made through implementation of the Connect SoCal 2020 and includes strategies to focus growth near destinations and mobility options, promote diverse housing choices, leverage technology innovations, and support implementation of sustainability policies.

The Connect SoCal 2024 establishes a land use vision of center-focused placemaking, concentrating growth in and near Priority Development Areas (PDA’s), transferring of development rights, urban greening, creating greenbelts and community separators, and implementing regional advance mitigation.

The Connect SoCal 2024 also demonstrates the region’s ability to attain and exceed the GHG emission reduction targets established by the State of California and guided by the CARB Scoping Plan (e.g., reducing emissions by 40 percent below 1990 by 2030 and reaching carbon neutrality by 2045); and outlines the region’s plan for integrating the transportation network and related strategies with an overall land use pattern that responds to projected growth, housing needs, changing demographics, and transportation demands.

The City’s CAARP would align its strategies and goals with Connect SoCal's regional vision, particularly regarding land use and transportation planning that supports GHG reduction, such as the integration of affordable and below-market rate housing and limiting residential parking supply.

Our Next LA: 2020 Long Range Transportation Plan
The Los Angeles County Metropolitan Transportation Authority (LA Metro) prepared the 2020 Long Range Transportation Plan to provide Los Angeles County (88 cities and unincorporated County area) with a long-range, comprehensive transportation plan for identifying and resolving transportation issues.

Transportation planning objectives and policies include improving mobility options through an equitable and sustainable approach and reducing Los Angeles County roadway congestion.

As a city within Los Angeles County, the City’s CAARP and its focus on sustainable transportation, active transportation, and transit-oriented development directly contribute to and are consistent with LA Metro's long-range transportation objectives for the county, aiming to improve mobility and reduce congestion and associated emissions.

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-13 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Local Sustainability and GHG Reduction Efforts
The CAARP represents the City’s primary and most comprehensive focus on GHG reduction efforts and sustainability. The CAARP aims to be the central guiding document for the City's environmental efforts in this regard.

The CAARP encompasses several key elements that address GHG reduction and sustainability:
• Goals and Targets: It would include clear goals and GHG reduction targets for 2035 and 2045 that align with state mandates such as achieving 40 percent below 1990 levels by 2030 (SB 32) and 85 percent below 1990 levels with statewide carbon neutrality by 2045 (AB 1279). • Emission Reduction Measures: The CAARP would outline specific strategies and actionable measures designed to reduce GHG emissions across various sectors within the City, including transportation, energy consumption, and waste management. • Climate Adaptation and Resilience Strategies: Beyond emission reduction, the CAARP would integrate strategies to enhance the community's capacity to adapt to and mitigate the adverse effects of climate change, addressing local vulnerabilities like extreme heat and flooding. • Updated GHG Inventory and Forecasts: The CAARP relies on foundational data, including community GHG inventories for 2010, 2015 and 2023 (see Appendix B: 2023 GHG Inventory Update Memorandum), which provides a detailed assessment of the City's emissions baseline and forecasts, informing the development of reduction strategies.

While the CAARP is the proposed Project for the purposes of CEQA, its development involves incorporating a number of existing City initiatives and aligning those with State policies that support sustainability and GHG reduction. To this end, the City has completed the following key planning documents that inform and support the CAARP:
• Phase 1 Assessment: Climate Action, Adaptation, and Resilience Plan (September 2023): This established the foundation for the City’s comprehensive climate strategy, providing a detailed GHG inventory, identifying community vulnerabilities, and recommending state-aligned GHG reduction targets.
• The 2023 Safety Element of the General Plan (November 2023): The 2023 Safety Element updated the City’s approach to public safety in the context of climate change, incorporating a climate vulnerability assessment, addressing risks from heat, drought, and flooding, and setting goals to build disaster resilience.
• The Energy Resilience Action Plan (ERAP, December 2024): This plan focused on strengthening the resilience of critical facilities and future resilience hubs (Like City Hall, Teen Center, YMCA, and Cesar Chavez Library) against power outages, recommending phased investments in energy efficiency, solar, battery storage, and electric vehicle (EV) infrastructure. • The Local Hazard Mitigation Plan (LHMP, June 2025 Draft): The LHMP provided a comprehensive risk assessment of natural and human-caused hazards, detailing mitigation actions for high-priority risks, and emphasizing integration with other City plans.

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-14 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Furthermore, the CAARP is designed to meet the criteria presented in CEQA Guidelines Section 15183.5(b), which relates to plans for the reduction of GHG emissions and how they can be used to streamline CEQA analysis. By measuring current emissions, setting clear goals, identifying practical strategies, and tracking progress, the CAARP is considered a CEQA-qualified GHG reduction plan. This allows the City to simplify the environmental review process for future development projects that can demonstrate consistency with the CAARP’s GHG reduction measures.

Baseline Conditions: GHG Inventories
Baseline Inventory
The baseline community GHG inventory in the CAARP includes emissions from calendar year 2010, and is organized into categories based on the following sources:
• On-road Transportation: Emissions associated with all on-road vehicles, including passenger cars, light-, medium-, and heavy-duty trucks, buses, motorcycles, and mobile homes. • Electricity: Emissions from metered electricity consumption used in buildings and facilities, generated by power plants that produce electricity.
• Natural Gas: Emissions from metered natural gas consumption. • Off-Road Equipment: Emissions from using off-road vehicles and equipment such as construction, agricultural, and lawn and garden equipment.
• Solid Waste: Emissions from waste disposal in landfills; these emissions result from the decomposition of organic material sent to landfills but do not include waste hauling emissions reflected in the on-road transportation sector.
• Water Supply: Emissions associated with energy used for water treatment, transport, and distribution.
• Wastewater: Process and fugitive emissions from domestic sewage treatment and effluent discharge. • Short-Lived Climate Pollutants (SLCP): Emissions from sources of SLCPs.

As shown in Table 2, City of Maywood 2010 GHG Emissions, the City generated a total of 88,721 MTCO2e in 2010. The majority of these emissions were generated from on-road transportation (51.5 percent). The remaining emissions came from natural gas and electricity use (30.5 percent), water supply and wastewater treatment (6.6 percent), solid waste disposal (6.5 percent), short-lived climate pollutants (3.1 percent), off-road equipment (1.8 percent).

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-15 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 TABLE 2
CITY OF MAYWOOD 2010 GHG EMISSIONS
Sector Emissions (MTCO2e) Percent of Total (%)
On-Road Transportation 45,712 51.5
Natural Gas and Electricity 27,103 31.5
Water Supply and Wastewater Treatment 5,871 6.6
Solid Waste 5,727 6.5
Short-lived Climate Pollutants 2,749 3.1
Off-Road Equipment 1,560 1.8
Total 88,721 100%
GHG Inventory Updates
The CAARP includes updates to the community GHG inventory for the years 2015 and 2023. As shown in Table 3, City of Maywood 2023 GHG Emissions, the 2023 community GHG inventory reported total emissions of 85,607 MTCO2e, which represents a decrease of approximately 4 percent from 2010 levels.

The majority of these emissions were generated from on-road transportation (54.5 percent). The remaining emissions came from natural gas and electricity use (26.6 percent), solid waste disposal (6.2 percent), short-lived climate pollutants (5.4 percent), water supply and wastewater treatment (4.1 percent) and off-road equipment (2.9 percent).

TABLE 3
CITY OF MAYWOOD 2023 GHG EMISSIONS
Sector Emissions (MTCO2e) Percent of Total (%)
On-Road Transportation 46,942 54.8
Natural Gas and Electricity 22,741 26.6
Solid Waste 5,322 6.2
Short-lived Climate Pollutants 4,602 5.4
Water Supply and Wastewater treatment 3,519 4.1
Off-Road Equipment 2,481 2.9
Total 85,607 100%
Note: MTCO₂e = carbon dioxide equivalent.

GHG Forecasts
The City’s CAARP includes BAU and Adjusted BAU forecasts of GHG emissions for the target years 2035 and 2045. Under BAU conditions, GHG emissions are expected to grow to 84,598 MTCO2e by 2035 and 83,881 MTCO2e by 2045, assuming no change to vehicle efficiency standards, building energy standards, and grid electricity emission factors that existed in 2023. The Adjusted BAU forecast, which accounts for State regulations and adopted State policies, predicts community GHG emissions of 49,544 MTCO2e for 2035 and 34,409 MTCO2e for 2045. These represent significant decreases from the 2010 I I
I I

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-16 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 baseline, of approximately 44 percent by 2035 and 61 percent by 2045, respectively. These reductions are expected to come from the on-road transportation and energy sectors, due to policies like vehicle efficiency rules (i.e., the Advanced Clean Car II standards8 ) and renewable energy standards (i.e., the
State renewables portfolio standard, or RPS).

GHG Reduction Targets
The City’s CAARP establishes GHG reduction targets and emission reduction pathways that are aligned with statewide reduction targets as expressed in SB 32 (40 percent below 1990 levels by 2030) and AB 1279 (85 percent below 1990 levels as well as statewide carbon neutrality by 2045). With the CAARP due to be adopted in 2026, sufficient time will be needed to fund and implement its GHG measures, particularly those that require significant funding or changes in land use; as such, the CAARP uses 2035 for its near-term target, interpolating between state-aligned targets for 2030 and 2045.

As shown in Figure 3, Maywood CAARP Draft GHG Emissions Targets Aligned with State Mandates, 2035 and 2045 state-aligned targets for the City of Maywood represent reductions of approximately 42 percent and 86 percent from the City’s 2010 baseline, respectively. The interpolated target for 2035 represents a 57 percent reduction from the 2010 baseline. In terms of annual community-wide GHG emissions, the 2035 target is equivalent to 38,446 MTCO2e, while the 2045 target is equivalent to 12,421 MTCO2e. The graph illustrates the contribution needed from the CAARP’s local reduction measures that would enable the City of Maywood to achieve these targets.

Figure 3
Maywood CAARP Draft GHG Emissions Targets Aligned with State Mandates 8 The Advanced Clean Cars II regulation, adopted by CARB to require 100% zero-emission new passenger vehicle sales by 2035, is currently subject to potential legal and federal challenges. In particular, lawsuits questioning California’s waiver authority under the Clean Air Act could affect the enforceability of the regulation. However, the regulation remains in effect until otherwise determined by the courts or federal agencies. ~ 0
le
~
C
0 -~
~
100,000
90,000
BAU Forecast
80,000
70,000
60,000
50,000
40,000
30,000
······•.~··········· 2030T .... , •••••
4210bolow2010- ••••••••
····•·Tf!f,!Jl
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··~ ... _
1 --------..__ ________ ~---- ······················- 2045 T11r1et : 86% ----- r below 2010 levels 10,000 2010 2015 2020 2025 2030 2035 2040 2045
- Non-Residential Energy Residential Energy - On-Road Transportation - solid Waste - Short-Lived Climate Pollutants (SLCP) - Off-Road Equipment - Water - Wastewater - - BAU Forecast

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-17 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 GHG Reduction Strategies and Measures
The CAARP’s measures and actions will be integrated with state planning and funding efforts that link land use and transportation, and support transit-oriented development and active transportation to achieve these goals. The CAARP incorporates seven strategies that target emissions associated with energy, buildings, transportation, water consumption, and waste. These strategies are summarized below:

1. Clean Energy (E): This strategy aims to decarbonize the energy used throughout the City. Measures under this strategy reduce emissions from electricity used by buildings by increasing the percentage of power being supplied by renewable (zero-carbon) electricity and transitioning away from natural gas as an energy source towards more use of clean electricity for heating purposes.

2. Green Building and Infrastructure (B): This strategy focuses on reducing building energy consumption, especially natural gas. Measures under this strategy would reduce the amount of energy buildings consume by improving energy efficiency and promoting all-electric buildings.

3. Zero-Emission Vehicles (V): This strategy addresses the biggest contributor of GHG emissions in the City. Measures under this strategy support the shift to zero-emission vehicles (ZEVs), which include battery electric vehicles (BEVs), plug-in battery vehicles (PEVs), and hydrogen fuel cell vehicles (FCEVs).

4. Smart Mobility and Active Transportation (M): This strategy focuses on reducing VMT by integrating regional land use, housing, and transportation strategies that are geared towards reducing vehicle trips and increasing active transportation. Measures under this strategy are aimed to reduce total annual VMT in the City.

5. Off-Road Equipment Electrification (O): This strategy accelerates the transition of off-road equipment (e.g., construction, lawn, and garden), from fossil fuels to zero-emission electric technologies. Measures under this strategy would contribute towards the City’s climate goals through cleaner equipment standards, municipal procurement practices, and partnerships with contractors that use low-emission or electric equipment.

6. Recycling & Organic Waste Diversion (R): This strategy seeks to reduce the amount of waste sent to landfills through recycling and diversion programs. Measures under this strategy would reduce GHG emissions from solid waste disposal by reducing overall waste generation and increasing the diversion of organic waste (food scraps, yard trimmings) from landfills to limit the production of methane.

7. Water Conservation and Reuse (W): This strategy aims to reduce emissions associated with the energy needed to treat, transport, and deliver water. Measures under this strategy would reduce the amount of water consumed in the City through building off existing water-efficiency requirements.

Table 4, Maywood CAARP GHG Reduction Measures, provides a summary of all of the CAARP’s GHG reduction measures and how each will help the City achieve its GHG reduction and climate action goals.

Key implementing actions for each measure outline the specific steps to achieve the City’s GHG emission reduction targets, including developing programs, hosting outreach and education activities, coordinating with community partners, conducting studies, and exploring incentives and regulatory updates. These actions identify what must be done within both the community and municipal operations, when applicable, to ensure successful implementation.

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-18 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 TABLE 4

MAYWOOD CAARP GHG REDUCTION MEASURES
Measure/Action Performance Objectives
Clean Energy (E)
Measure E1: Procure Zero-Carbon Electricity for Residents and Businesses (Estimated Annual GHG Emission Reductions [MTCO2e]: 2035: 1,440 2045: 0) Community
Action 1 Conduct a feasibility study that assesses technical, financial, legal, and policy implications of joining the CPA on behalf of residents and businesses
By 2035: 100% participation (community-wide) of
utility customers purchasing 100% zero-carbon
electricity.

By 2045: Under state law, all utility-provided
electricity in California will be carbon free
Action 2 Join CPA: Upon City Council approval, apply to join CPA’s Joint Powers Authority (JPA), and once approved, select 100 percent Green Power as the default option for residential and commercial accounts
Action 3 Partner with CPA on customer outreach and education on the benefits of clean energy, including cleaner air and reduced health risks from fossil fuel combustion Action 4 Require new development projects to operate on 100 percent zero-carbon electricity, through onsite generation or procurement from a third party (e.g., CPA) Action 5 Increase enrollment in the California Alternate Rates for Energy (CARE) and Family Electric Rate Assistance (FERA) programs discount programs upon CPA enrollment Action 6 Increase multilingual (English/Spanish) bill-impact counseling Measure E2: Increase Local Renewable Energy Production
(Estimated Annual GHG Emission Reductions [MTCO2e]: 2035: 321 2045: 0) Community
Action 1 Partner with utilities and CBOs to educate building owners and homeowners on the Solar Automated Permit Process (SolarAPP+) and other solar incentives, including those that deliver low-cost solar to income-qualified households
By 2035: Install rooftop solar panels on 15% of
eligible roofs
By 2045: Install rooftop solar panels on 50% of
eligible roofs Action 2 Increase local participation in and awareness of training opportunities for solar energy jobs provided by regional workforce development organizations Action 3 Monitor displacement risk and implement protective measures as necessary, which could include strengthening tenant protections during building renovations, limiting passthrough costs of capital improvements to tenants, and increasing home ownership rates for existing residents Incorporate affordability safeguards into infrastructure upgrades do not disproportionately impact low-income households
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2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-19 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Measure/Action Performance Objectives
Municipal Operations
Action 4 Conduct solar feasibility studies at City owned buildings By 2035: Install rooftop solar panels on 15% of eligible City building roofs
By 2045: Install distributed energy sources (DES) on
50% of eligible City building roofs
Action 5 Install rooftop solar at eligible municipal facilities Action 6 Explore community solar programs at community centric municipal facilities (libraries, community centers, etc.)
Measure E3: Procure Zero-Carbon Electricity for Local Government Operations (Estimated Annual GHG Emission Reductions [MTCO2e]: 2035: 1,440 2045: 0) Municipal Operations
Action 1 Conduct a feasibility study that assesses technical, financial, legal, and policy implications of joining the CPA to purchase power for municipal operations By 2035: 100% green power purchases for Cityowned electricity By 2045: Under state law, all utility-provided
electricity in California will be carbon free
Action 2 Join CPA: Upon City Council approval, apply to join CPA’s Joint Powers Authority (JPA), and once approved, select 100% Green Power as the default option for City accounts Action 3 Purchase 100 percent Green Power from CPA for all City electricity use including City-owned buildings, street lights, and traffic signals
Measure E4: Increase the Use of Energy Storage and Microgrids (Estimated Annual GHG Emission Reductions [MTCO2e]: Supportive.) Community
Action 1 Partner with utilities and CBOs to educate community members and businesses on incentives and advantages of energy storage and microgrids, including data on power outages and power needs.

Not Applicable.

Action 2 Implement regulations to allow or ease constraints for microgrids within the city.

Action 3 Increase local participation in and awareness of training opportunities for energy storage jobs provided by regional workforce development organizations Green Buildings and Infrastructure (B)
Measure B1: Improve Energy Efficiency of Existing Buildings (Estimated Annual GHG Emission Reductions [MTCO2e]: 2035: 3,623 2045: 7,239) Community
Action 1 Mandate energy-efficiency audits during building ownership transfers (residential and nonresidential)
By 2035: Reduce the energy intensity of existing (as
of 2025) residential and commercial buildings by
30%.

By 2045: Reduce the energy intensity of existing (as
of 2025) residential and commercial buildings by
60%.

Action 2 Partner with utilities to promote rebates and financing options for energy-efficiency upgrades and appliances for heating, lighting, cooking, and other purposes, targeting rebates and direct-install services to lower-income households through multilingual communication Action 3 Educate building owners and homeowners on the cost savings of energy-efficiency improvements I
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2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-20 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Measure/Action Performance Objectives
Action 4 Increase local participation in and awareness of training opportunities for energy efficiency jobs provided by regional workforce development organizations Action 5 Monitor displacement risk and implement protective measures as necessary, which could include strengthening tenant protections during building renovations, limiting passthrough costs of capital improvements to tenants, and increasing home ownership rates for existing residents Action 6 Explore on-bill financing or tariffed on-bill repayment models that allow residents to pay for energy efficiency upgrades through future utility savings without taking on personal debt Action 7 Explore the feasibility of setting building performance standards for large existing buildings within the City, setting energy targets based on building size Action 8 Partner with SoCalREN, SCE, and emPOWER to connect income-qualified residents to no- and low-cost energy-efficiency programs, through bilingual outreach and community partnerships Municipal Operations
Action 9 Adopt a policy that requires natural gas equipment and appliances (i.e., boilers, water heaters, stoves, and HVAC units) at City buildings and facilities to be replaced with all-electric models, when at end of useful life.

By 2035: Reduce the energy intensity of existing (as
of 2025) City buildings by 30%.

By 2045: Reduce the energy intensity of existing (as
of 2025) City buildings by 60% by the year 2045. Action 10 Conduct energy audits of all municipal buildings to identify cost-effective energy-efficiency opportunities
Action 11 Implement energy-efficiency improvements identified in energy audits at City-owned buildings and facilities
Action 12 Publish case studies of building-efficiency improvements to promote successes and strategies to community members and businesses
Measure B2: Retrofit Existing Buildings to Be All-Electric (Estimated Annual GHG Emission Reductions [MTCO2e]: 2035: 856 2045: 2,935) Community
Action 1 Explore adopting ordinance requiring replacement of air conditioners with electric heat pumps during major building renovations
By 2035: Decarbonize 10% of existing (as of 2025)
residential and commercial building energy
By 2045: Decarbonize 60% of existing (as of 2025)
residential and commercial building energy
Action 2 Host workshops and events to demonstrate the efficacy of all-electric appliances, including stoves, heat pumps, and boilers
Action 3 Identify and partner with City-approved service providers to review residential energy bills and conduct home visits to provide recommendations for feasible electric appliances Action 4 Monitor displacement risk and implement protective measures as necessary, which could include strengthening tenant protections during building renovations, limiting passthrough costs of capital improvements to tenants, and increasing home ownership rates for existing residents Action 5 Explore on-bill financing or tariffed on-bill repayment models that allow residents to pay for energy efficiency upgrades through future utility savings without taking on personal debt I

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-21 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Measure/Action Performance Objectives
Action 6 Connect income-qualified residents to financial assistance for building decarbonization, such as heat-pump rebates, through bilingual outreach and community partnerships Action 7 Increase local participation in and awareness of training opportunities for building decarbonization jobs provided by regional workforce development organizations Municipal Operations
Action 8 Conduct all-electric feasibility studies for City-owned buildings and facilities By 2035: Decarbonize 10% of existing (as of 2025) City building energy
By 2045: Decarbonize 60% of existing (as of 2025)
City building energy
Action 9 Implement feasible electrification at City-owned buildings and facilities, including electric water heaters, boilers, and cookware.

Measure B3: Promote All-Electric New Buildings
(Estimated Annual GHG Emission Reductions [MTCO2e]: Supportive.) Community
Action 1 Explore amending the permitting process to streamline buildings with all-electric appliances and equipment or that do not construct natural gas infrastructure Not Applicable.

Action 2 Partner with utilities and promote and expand incentives for all-electric equipment in new buildings Action 3 Educate building owners and developers on the costs and emission savings of all-electric equipment
Action 4 Evaluate potential to pass ordinance that effectively requires new non-residential buildings to be all-electric
Municipal Operations
Action 5 Adopt a policy requiring all new buildings built by the City to be all-electric Not Applicable.

Measure B4: Utilize Cool Surfaces
(Estimated Annual GHG Emission Reductions [MTCO2e]: Supportive.) Community
Action 1 Examine the potential to adopt a cool roof and pavement ordinance requiring new buildings and major renovations to meet specific albedo standards
Not Applicable.

Action 2 Partner with COBs and other municipalities to establish or expand a workforce development program for cool roof and pavement projects
Action 3 Pilot a cool roof and pavement project at a heat vulnerable school or senior center Action 4 Host educational events for cool roof and pavement solutions and their benefits Action 5 Increase local participation in and awareness of training opportunities for cool surface construction jobs provided by regional workforce development organizations

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-22 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Measure/Action Performance Objectives
Municipal Operations
Action 6 Explore potential for cool pavement pilot projects at City owned facilities, including parks or community centers
Not Applicable.

Action 7 Inventory cool roofs at City-owned buildings and facilities Action 8 Consider adopting a policy to install high-performing cool roofs on new City buildings and roof replacements (i.e., perform better than State building codes).

Zero-Emission Vehicles (V)
Measure V1: Provide Supporting Infrastructure for EVs
(Estimated Annual GHG Emission Reductions [MTCO2e]: 2035: 2,395 2045: 991) Community
Action 1 Partner with utilities and state entities to provide incentives that encourage businesses to install publicly accessible charging infrastructure.

By 2035: Install 500 public EV chargers in the City
By 2035: 55% of all passenger vehicles in Maywood
are ZEV (15% higher than state projections)
By 2045: 95% of all passenger vehicles in Maywood
are ZEV (17% higher than state projections)
Action 2 Conduct EV charger assessment and mapping program to help focus EV charging infrastructure installations in strategic, high-need areas.

Action 3 Partner with local CBOs to conduct awareness and educational campaigns around EV charging installation processes and incentives, including Clean Cars 4 All, Replace Your Ride, and Equity EV Rebate programs from CARB and South Coast Air Quality Management District (SCAQMD) Action 4 Implement a multilingual outreach campaign and a One-Stop EV Charger Permit Portal modeled on SolarAPP+, that streamlines the process for permitting EV charging stations Action 5 Examine the potential for an ordinance requiring parking lots and garages to reserve preferred parking spaces for ZEVs
Action 6 Pilot shared charging hubs at schools, libraries, or municipal lots that can serve multiple users, including residents without private parking
Municipal Operations
Action 7 Install public EV charging stations at City owned buildings and facilities that are conveniently accessible and frequently visited by community members.

By 2035: Install 5 public EV chargers at City owned
facilities
By 2045: Install 10 EV chargers at City owned
facilities
Action 8 Assess feasibility of reserving preferred spaces for ZEVs at public and City employee parking lots I I
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2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-23 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Measure/Action Performance Objectives
Measure V2: Transition Municipal Fleet to EVs
(Estimated Annual GHG Emission Reductions [MTCO2e]: 2035: 2,395 2045: 991) Municipal Operations
Action 1 Conduct feasibility and cost analysis to strategically plan municipal fleet electrification By 2035: Install 5 public EV chargers at City owned facilities
By 2045: Install 10 EV chargers at City owned
facilities
Action 2 Electrify municipal fleet in line with feasibility and cost considerations Measure V3: Accelerate Freight Decarbonization
(Estimated Annual GHG Emission Reductions [MTCO2e]: 2035: 2,395 2045: 991) Community
Action 1 Collaborate with Caltrans and the Ports of Long Beach and Los Angeles on freeway and technology improvements benefitting goods movement industries Not Applicable.

Action 2 Promote local business and industry participation in SCAQMD’s truck and train projects funded through CARB’s Goods Movement Emission Reduction Program Action 3 Evaluate the potential to adopt low-emission delivery zones that provide priority curb access for zero-emission delivery vehicles in specified loading areas throughout the City, including near schools, senior facilities, parks, and other locations with high pedestrian traffic Action 4 Streamline permitting for ZEV charging and clean fueling infrastructure for medium- and heavyduty vehicles.

Action 5 Designate and enforce truck routes away from homes and schools, and develop anti-idling protocols
Action 6 Partner with SCAQMD and local schools to deploy low-cost air quality sensors, share real-time data, and engage residents in identifying air quality hotspots for enforcement or remediation Smart Mobility and Active Transportation (M)
Measure M1: Expand Access to Public Transit
(Estimated Annual GHG Emission Reductions [MTCO2e]: 2035: 149 2045: 51) Community
Action 1 Coordinate with surrounding cities, the County, and LA Metro to determine feasibility of increasing frequency or coverage of transit serving Maywood
By 2035:
• Implement a Subsidized Transit Pass Program
for 670 households
• Expand Maywood Express service hours by 3
hours each day and full Saturday coverage
Action 2 Evaluate the potential to expand the Maywood Express to and from schools and surrounding areas
Action 3 Conduct study to determine economic feasibility of discounting public transit fares for all transit riders
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2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-24 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Measure/Action Performance Objectives
Action 4 Establish subsidized, discounted, or free transit passes for community members identified in the economic feasibility study
• Expand Maywood Express frequency from every
38 minutes to 20 minutes
By 2045:
• Maintain a Subsidized Transit Pass Program for
670 households
• Maintain Maywood Express service hour
extensions as described under the 2035
performance objective
• Maintain Maywood Express frequency to every
20 minutes
Action 5 Educate the community on the benefits of using public transportation and the value proposition of transit expansion initiatives and fare adjustments
Action 6 Examine potential to add more seating and shade at bus stops, partnering with local, state, and regional partners to access funding
Action 7 Coordinate with LA Metro on expanding regional connectivity Action 8 Partner with LA Metro to implement transit-supportive treatments on existing transit routes, which could include infrastructure improvements and traffic signal modifications to improve transit times and reliability throughout the community
Action 9 Expand participation in LA Metro’s Low-Income Fare Is Easy (LIFE) program and explore discounted or free transit options for Maywood Express service.

Action 10 Ensure future transit tops are accessible and comfortable for people from all backgrounds and all physical abilities.

Measure M2: Promote Transit Oriented Development
(Estimated Annual GHG Emission Reductions [MTCO2e]: 2035: 469 2045: 194) Community
Action 1 Provide incentives (density bonuses, concessions, and waivers) for dense residential development, including affordable and below market rate housing, near transit routes, including Slauson Avenue and Atlantic Boulevard corridors
By 2035:
• Increase Residential Density through 258 new
units zoned for and identified by the Housing
Element
• Increase Job Density through 1,341 thousand
square feet increase of new commercial,
industrial, and public/quasi-public land uses
identified by the Land Use Element
• Develop Transit-Oriented Developments through
253 residential units and office space within half
mile of Slauson Ave and Atlantic Blvd high quality
transit stop
• Complete construction of a 61-unit affordable
housing project and continued development to
meet RHNA needs
By 2045:
• Increase Residential Density through 344 new
units zoned for and identified by the Housing
Element
• Increase Job Density through 1,789 thousand
square feet increase of new commercial,
Action 2 Educate developers about incentives for dense residential development Action 3 Re-zone certain areas (including Slauson Avenue and Atlantic Boulevard corridors) to allow for more home-based businesses

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-25 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Measure/Action Performance Objectives
industrial, and public/quasi-public land uses
identified by the Land Use Element
• Develop Transit-Oriented Developments through
338 residential units and office space within half
mile of Slauson Ave and Atlantic Blvd high quality
transit stop
• Continue construction of new development to
meet future RHNA needs
Measure M3: Promote Active Transportation
(Estimated Annual GHG Emission Reductions [MTCO2e]: 2035: 24 2045: 9) Community
Action 1 Improve sidewalks with more shade, more greenery, safe crossings, and adequate space for wheelchair and stroller use, prioritizing those locations identified by community and in the Maywood ATP
By 2035:
• Install EOT Bike Facilities (including showers) for
approximately 750 new employees
• Construct 9 miles of new Class III Bike Facilities
identified by Maywood Active Transportation Plan
• Construct Slauson Avenue and Atlantic
Boulevard mobility hub
By 2045:
• Install EOT Bike Facilities (including showers) for
approximately 1,000 new employees
• Maintain 9 miles of previously constructed Class
III Bike Facilities identified by Maywood Active
Transportation Plan
• Maintain Slauson Avenue and Atlantic Boulevard
mobility hub
Action 2 Expand bicycle and pedestrian infrastructure, including Class I, II, III, and IV bicycle routes, signage, and intersection treatments along corridors outlined in the Maywood ATP Action 3 Partner with CBOs and local businesses to install and maintain end-of-trip facilities including bike parking, bike lockers, showers, and personal lockers
Action 4 Potentially introduce electric bike share and scooter share programs that incentives third-party providers to locate in Maywood, including partnering with LA Metro to expand their Metro Bike Share program into the City.

Action 5 Collaborate with Los Angeles County, LA Metro, and Maywood Express to invest in safety features and first mile / last mile bicycle and pedestrian connections around transit stations Action 6 Coordinate with schools and local CBOs to host “open street” events that promote active transportation and educate students and community members on how to safely navigate bicycle routes
Action 7 Limit businesses within the City that are served by trucks, especially those located along pedestrian and bicycle corridors
Action 8 Install energy-efficient LED lighting at crosswalks, parks, and bus stops to enhance safety and visibility, particularly for women, children, and seniors Action 9 Engage youth and CBOs in street design. Fund participatory design projects with youth organizations and active-transportation nonprofits to co-create murals, shade installations, and community wayfinding.

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-26 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Measure/Action Performance Objectives
Municipal Operations
Action 10 Improve all sidewalks and pedestrian infrastructure around City buildings to be safe, accessible, and comfortable
By 2035:
• Install EOT Bike Facilities (including showers) for
approximately 750 new employees
• Construct 9 miles of new Class III Bike Facilities
identified by Maywood Active Transportation Plan
• Construct Slauson Avenue and Atlantic
Boulevard mobility hub
By 2045:
• Install EOT Bike Facilities (including showers) for
approximately 1,000 new employees
• Maintain 9 miles of previously constructed Class
III Bike Facilities identified by Maywood Active
Transportation Plan
• Maintain Slauson Avenue and Atlantic Boulevard
mobility hub
Action 11 Install and maintain bicycle infrastructure at City owned buildings, including community centers and cooling centers
Action 12 Establish a bike share program to encourage City employees to borrow bikes for transportation to local meetings
Measure M4: Support Employer Transportation Demand Management (TDM) Programs (Estimated Annual GHG Emission Reductions [MTCO2e]: 2035: 120 2045: 41) Community
Action 1 Coordinate with schools and local employers to support carpooling, vanpools, programs to reduce driving to/from school and work
By 2035:
• Implement Commute Trip Reduction Marketing
for approximately 400 Employees
• Implement Employee Parking Cashout Program
for approximately 400 Employees
• Implement Community-Based Travel Planning for
20% of residents
By 2045:
• Maintain Commute Trip Reduction Marketing for
approximately 400 Employees
• Maintain Employee Parking Cashout Program for
approximately 400 Employees
• Maintain Community-Based Travel Planning for
20% of residents
Action 2 Encourage employers to market and implement a voluntary trip commute trip reduction program and offer employee parking cash-outs., which allow employees to forgo parking in lieu of a cash payment equivalent to the cost of the parking space.

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2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-27 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Measure/Action Performance Objectives
Municipal Operations
Action 3 Establish a program to encourage City employees to reduce driving to work or City hosted events By 2035:
• Implement Commute Trip Reduction Marketing
for approximately 400 Employees
• Implement Employee Parking Cashout Program
for approximately 400 Employees
• Implement Community-Based Travel Planning for
20% of residents
By 2045:
• Maintain Commute Trip Reduction Marketing for
approximately 400 Employees
• Maintain Employee Parking Cashout Program for
approximately 400 Employees
• Maintain Community-Based Travel Planning for
20% of residents
Measure M5: Reform Parking Policies
(Estimated Annual GHG Emission Reductions [MTCO2e]: 2035: 87 2045: 29) Community
Action 1 Promote unbundling parking costs from property costs, including employee parking cash-outs, to employers and property owners
By 2035:
• Unbundle Residential Parking Costs for
approximately 300 new multifamily dwelling units
• Implement market priced parking along Slauson
Avenue and Atlantic Avenue near future mixeduse developments By 2045:
• Maintain unbundled Residential Parking Costs for
approximately 300 new multifamily dwelling units
identified under 2035 performance objective
• Implement market priced parking along Slauson
Avenue and Atlantic Avenue near future mixeduse developments Action 2 Develop a comprehensive parking reform strategy that potentially includes eliminating minimum parking requirements for all new residential units, creating parking benefit districts, developing planning strategies for transitioning land dedicated to parking to alternative transit and public uses, and incentivizing developers to provide less than maximum allowable parking Action 3 Implement market price public parking for all on-street public parking in the City near central business districts, employment centers and )
Municipal Operations
Action 4 Provide the options for employee parking cash-outs for City employees commuting to City buildings and facilities
By 2035:
• Unbundle Residential Parking Costs for
approximately 300 new multifamily dwelling units
• Implement market priced parking along Slauson
Avenue and Atlantic Avenue near future mixeduse developments

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-28 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Measure/Action Performance Objectives
By 2045:
• Maintain unbundled Residential Parking Costs for
approximately 300 new multifamily dwelling units
identified under 2035 performance objective
• Implement market priced parking along Slauson
Avenue and Atlantic Avenue near future mixeduse developments Off-Road Equipment Electrification (O)
Measure R1: Support Off-Road Equipment Electrification
(Estimated Annual GHG Emission Reductions [MTCO2e]: 2035: 122 2045: 481) Community
Action 1 Develop infrastructure to support electric and hydrogen fuel cell equipment By 2035: Electrify 20% of off-road equipment used throughout the City
By 2045: Electrify 75% of off-road equipment
throughout the City
Action 2 Provide educational materials to builders and construction contractors on the benefits and capabilities of electric off-road equipment
Action 3 Through the permitting process, require private developers to use green construction methods that reduce emissions
Action 4 Adopt restrictions to minimize unnecessary idling of off-road equipment Municipal Operations
Action 5 Increase the use of zero-emission off-road equipment by municipal fleet facilities By 2035: Electrify 20% of off-road equipment used in City run projects
By 2045: Electrify 75% of off-road equipment used
in City run projects
Action 6 Establish procurement policies mandating zero-emission or low-emission equipment for municipal projects
Recycling and Organic Waste Diversion (R)
Measure R1: Divert Organic Waste from the Landfill
(Estimated Annual GHG Emission Reductions [MTCO2e]: 2035: 1,520 2045: 2,495) Community
Action 1 Partner with Universal Waste Systems and CBOs to provide education to the community and businesses on how to properly dispose of organic materials, what waste should be thrown in green bins, and what happens with the waste from green bins
By 2035: 12% of Citywide organic waste citywide is
composted or diverted from the landfill through an
organic waste program (doubling of 2023 levels)
By 2045: 20% of Citywide organic waste citywide is
composted or diverted from the landfill through an
organic waste program
Action 2 Provide at-home and community garden compost education through in-person demonstrations, social media, City webpage, and flyers

2. Project Description
City of Maywood Climate Action, Adaptation, and Resilience Plan Project 2-29 D202500378.00 Initial Study/Mitigated Negative Declaration January 2026 Measure/Action Performance Objectives
Municipal Operations
Action 3 Coordinate with Universal Waste Systems to provide organic waste bins and pick-up services at all City buildings and facilities
By 2035: 12% of waste from City operations is
composted or diverted from the landfill through an
organic waste program (doubling of 2023 levels)
By 2045: 20% of waste from City operations is
composted or diverted from the landfill through an
organic waste program
Action 4 Educate City employees on proper organic waste disposal, promoting the proper use of green bins at City buildings and facilities
Action 5 Conduct waste audit to identify large sources of organic waste from City operations, and focus waste reduction efforts where action is needed most
Measure R2: Expand Edible Food Recovery Networks
(Estimated Annual GHG Emission Reductions [MTCO2e]: Supportive.) Community
Action 1 Launch educational programs focused on edible food recovery and food waste reduction to community members and businesses
Not Applicable.

Action 2 Foster a community-wide food recovery network by connecting businesses, food recovery organizations, and organizations the support residents
Action 3 Explore incentives for businesses to partner with food recovery organizations to feed community members in need
Action 4 Examine existing regulations that limit or discourage edible food recovery efforts Municipal Operations
Action 5 Establish a food recovery policy for events hosted by the City, to ensure edible food is recovered and distributed to community members in need
Not Applicable.

Action 6 Participate in food recovery efforts to build relationships with food recovery organizations and expand food recovery networks
Measure R3: Increase Material Recycling and Reuse
(Estimated Annual GHG Emission Reductions [MTCO2e]: Supportive.) Community
Action 1 Provide discounted recycling bins to underserved areas or locations with high volumes of recyclable materials
By 2035: 60% of total waste citywide is diverted and
recycled
By 2045: 65% of total waste is diverted and recycled Action 2 Launch programs to educate business owners and landlords on how to obtain and maintain recycling bins
Action 3 Partner with schools, CBOs, and Universal Waste Systems to educate residents and businesses on material reuse networks and proper recycling
Action 4 Identify optimal locations for public recycling bins and host educational events for businesses and building owners in those areas
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