Agenda packet — Ontario City Council, June 16, 2026 (part 6 of 28)

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Table 3.5-4 EBPSP Historic-Age Sites
Site Description
12 8061 Edison Avenue. Single-family residence, and dairy farm (milking parlor and pole barns). 1
(Appendix E2 Survey No. 108)
13 8185 Edison Avenue, 14117 South Grove Avenue. Two single-family residences, two detached garages, and a dairy farm (milking parlor, ancillary structures, and several pole barns). 1
(Appendix E2 Survey No. 112)
14 8245-8295 Edison Avenue. One single-family residence and a dairy farm (milking parlor, ancillary structures, and several pole barns). 1 15 8335-8381 Edison Avenue. One single-family residence, a detached garage, and a dairy farm (milking parlor, ancillary structures, and several pole barns).1 (Appendix E2 Survey No. 114)
Source: See Appendix E3.

Note:

1. It is noted that although only the southern half of the Grand Park is included in the Eucalyptus Business Park Specific Plan, development of the entire park area has been assumed and analyzed within the EBPSP’s technical studies, in the event that the northerly development does not occur. As such, although these properties have been included within the study area, no historical structures on these properties would be impacted by the EBPSP as proposed.

3.5.3 Standards for Analysis

SIGNIFICANCE CRITERIA
Appendix G, “Environmental Checklist Form,” of the CEQA Guidelines states that the proposed project would result in a significant impact on cultural resources if it would:
a) Cause a substantial adverse change in the significance of a historical resource pursuant to CEQA Guidelines Section 15064.5.
b) Cause a substantial adverse change in the significance of an archaeological resource pursuant to CEQA Guidelines Section 15064.5.
c) Disturb any human remains, including those interred outside of dedicated cemeteries.

Threshold Guidance
CEQA Guidelines Section 15064.5 provides direction on determining significance of impacts to archaeological and historical resources. Generally, a resource shall be considered “historically 1010

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significant” if the resource meets the criteria for listing on the California Register of Historical Resources:

Is associated with events that have made a significant contribution to the broad patterns of California’s history and cultural heritage;
Is associated the with lives of persons important in our past; Embodies the distinctive characteristics of a type, period, region or method of construction, or represents the work of an important creative individual, or possesses high artistic values; or
Has yielded, or may be likely to yield, information important in prehistory or history. (PRC Section 5024.1; 14 CCR Section 4852)
The fact that a resource is not listed in the California Register of Historical Resources, not determined to be eligible for listing, or not included in a local register of historical resources does not preclude a lead agency from determining that it may be a historical resource.

METHODOLOGY
Specific Plan
Archival Research
Records relating to the ownership and developmental history of the Specific Plan properties were sought to identify any associated historic persons, historic events, or architectural significance. Records research was conducted at the SCCIC, the City of Ontario, and the offices of the San Bernardino Assessor/County Recorder/County Clerk. The San Bernardino County Property Information System (PIMS) and the California Historic Resource Inventory Database CHRID Ontario helped to determine the date of construction for many of the resources identified within the property. Sanborn Fire Insurance maps were searched for at the Library of Congress. Ownership information and Lot Book pages were also obtained. No Sanborn Fire Insurance maps are available as the Specific Plan area is outside the Ontario coverage areas. ■
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Property Address(es) APN(s)
1 7634, 7556 Eucalyptus Avenue 1053-581-03
2 14330 Bon View Avenue 1053-581 -04
3 14366, 14316, 14306 Bon View Avenue 1053-531-02, -03, -04 4 14451, 14457, 14343, 14353BonViewAvenue 1053-541-01, -02, 1053-571-01 5 14213, 14239, 14297, 14283 Bon View Avenue 1053-351-01, -02 6 14400 South Grove Avenue 1053-551-01
7 14441, 14474SouthGroveAvenue 0216-321-01, -07
8 14361 South Grove Avenue 0216-321-02, -06
9 14350 Walker Avenue, 8485 Edison Avenue 0216-322-10
10* 7587-7697 Edison Avenue 1053-531-01, 1053-371-01, -02 11 * 7721-7891 Edison Avenue, 14203 Bon View Avenue 1053-361-01, -02, -03 12* 8061 Edison Avenue 1053-331-01, -02, -03, -04, 1053-341-01, -02 13" 8185 Edison Avenue, 14117 South Grove Avenue 0216-321 -03 14* 8245-8295 Edison Avenue 0216-321-08
15" 8335-8381 Edison Avenue 0216-322-01 , -02, -03, -04 * It is noted that although only the southern half of the Grand Park is included in the Eucalyptus Business Park Specific Plan, development of the entire park area has been assumed and analyzed within the EBPSP's technical studies, in the event that the northerly development does not occur. As such, although these properties have been included within the study area, no historical structures located on these properties would be impacted by the EBPSP as proposed.

3.5 CULTURAL RESOURCES
Figure 3.5-2
EBPSP Historic-Age
Resource Location Map
~ EBPSP Boundary
Project Parcels
C::I Offsite Improvements
Cultural Resource
2 · 0·5 · 0

THE ONTARIO PLAN

SUPPLEMENTAL EIR
~~FT
~ .. 0 300 750
Source: T&B 2026 Date: 02/19/2026
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Survey Methods
The survey methodology followed standard archaeological field procedures and was sufficient to accomplish a thorough assessment of the Specific Plan area. The field methodology included walking evenly spaced survey transects set approximately 10 to 15 meters apart, when not obstructed by current development or active agricultural activity, while visually inspecting the ground surface. All potentially sensitive areas where cultural resources might be located were thoroughly investigated. Photographs documented survey discoveries and overall survey conditions. All cultural resources were recorded as necessary according to the OHP’s manual, Instructions for Recording Historical Resources, using Department of Parks and Recreation (DPR) forms.

Historic Structure Assessment
Methods for evaluating the integrity and significance of the historic buildings within the Specific Plan area included photographic documentation and review of available archival documents.

During the survey, photographs were taken of all building elevations. The photographs were used to complete architectural descriptions of the buildings. The original core structures and all modifications made to the buildings since their initial construction were also recorded. The current setting of the buildings was compared to the historical setting of the property. This information was combined with archival research in order to evaluate the buildings’ seven aspects of integrity, as well as their potential significance under CEQA Guidelines (refer to Appendix E3).

3.5.4 Relevant New and Modified General Plan Policies
There are no applicable policy changes.

3.5.5 Environmental Impacts
2022 Certified EIR
The 2022 Certified EIR concluded that the approved project would result in a less-thansignificant impact to archeological resources and the potential to disturb human remains with mitigation incorporated; however, impacts to historic resources were identified as a significant and unavoidable impact of the approved project.
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Proposed Project
a) Would the project cause a substantial adverse change in the significance of a historical resource pursuant to CEQA Guidelines Section 15064.5? The 2022 Certified EIR found that policies of the approved project, state and federal regulations, and the City’s historic preservation program would ensure that historical resources classified as Tier I or Tier II would not be impacted on a programmatic level and, as such, did not find that mitigation measures were required with regard to Tier I and Tier II resources. Implementation of the approved project’s land use plan could threaten historic resources classified as Tier III, especially within growth focus areas, and impacts would remain significant and unavoidable after Mitigation Measure CUL-1-PPA [Former MM 5-1].

Policy Plan Amendment
Historic resources in the City include historic districts (designated, proposed, and potential); historic landmarks or points of historical interest; and other buildings, structures, objects, and sites that appear eligible for listing on the National, California, or local historic registers. Ontario has 8 historic districts, and 4 proposed and 5 potential historic districts are deemed eligible for listing (see Figure 3.5-1). The City’s Register of Historic Resources shows 1,957 historic resources, 100 of which are designated Historic Landmark properties and approximately another 500 are designated as a Contributor to local Historic Districts (Ontario 2025a). The majority of the historic structures are in residential areas of the City’s historic districts. Specially in the Ontario Ranch, there are 27 properties that are significant and eligible for designation and listing on the NRHP, CRHR, or City’s Register in Ontario Ranch, 5 of which have been added to the City’s List of Historic Resources and Received Tier II Determinations (Appendix E2).

The proposed project primarily involves modifying the TOP land use pattern and making associated updates to the various elements of the TOP Policy Plan. TOP is a regulatory document that sets the framework for future growth and development of the City and does not directly result in development. All development or redevelopment projects must be analyzed for conformance with TOP, zoning requirements, and other applicable local and state requirements; comply with the requirements of CEQA; and obtain all necessary clearances and permits. Thus, adoption of the proposed project in itself would not lead to demolition or material alteration of any of these historic resources. Identified historic structures and sites that are potentially eligible for future historic resources listing may be vulnerable to development accommodating the proposed project. In addition, other buildings or structures that could meet the National Register criteria upon reaching 50 years of age might be impacted by development or redevelopment activity under the proposed project.

Known or future historic sites or resources listed in the national, California, or local registers would be protected through local ordinances, TOP policies, and state and federal regulations 1015

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restricting alteration, relocation, and demolition of historical resources. Sensitive historical resources of local interest are protected under Chapter 4 and Chapter 7 of the Ontario Development Code. Policy CD4-1, Cultural Resource Management, and Policy CD4-2, Collaboration with Property Owners and Developers, of TOP’s Community Design Element requires the City to update and maintain an inventory of historic sites, buildings, and other resources and work with property owners and developers to implement strategies and best practices that preserve the character of the City’s historic buildings, streetscape, and neighborhoods. Policy H1-4, Historic Preservation, of TOP’s Housing Element supports the preservation of enhancement of residential structures, properties, street designs, lot configurations, and other reminders of Ontario’s past that are considered local historical or cultural resources. Compliance with TOP policies and state and federal regulations would ensure that development would not result in adverse impacts to identified historic and cultural resources, except in the Ontario Ranch and for Tier III historic resources.

At the time a development project is proposed adjacent to or near a known or potential historic structure or resource, project-level CEQA review would need to identify any impacts, direct or indirect, that the project could have on the identified historic structure or resource. The CEQA Guidelines require a project that will have potentially adverse impacts on historical resources to conform to the Secretary of the Interior’s Standards for the Treatment of Historic Properties.

Chapter 4 of the City’s Development Code contains significance criteria and procedures for the designation of historic resources such as Historic Landmarks, Historic Districts, Architectural Conservation Areas, and Automatic Designations; however, not all properties on the City’s list of historic resources have been evaluated for significance. To provide a greater level of certainty regarding the City’s preservation goals, the City’s Development Code includes a tier system with standard criteria and procedures for evaluating the significance of historic or potentially historic resources threatened by major modifications or demolition.

For properties that have been surveyed for historic resources, the Development Code establishes criteria for Tier I, Tier II, or Tier III properties, with Tiers I and II having the highest value. The tier system identifies resources that have the highest preservation value in terms of their architectural and/or historical contribution to the City and method to evaluate the significance of their loss in the case of major modification or demolition. The tier system also includes minimum mitigation measures and a mitigation fee structure for Tier III properties. Tier I and Tier II properties outside of the Ontario Ranch area would require separate environmental analysis if demolition or inappropriate alterations are proposed in accordance with the requirements of the City’s Development Code.

Tier I consists of properties that should not be demolished or significantly altered under any circumstances, regardless of their designation status.
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Tier II consists of properties where demolition of these properties should be avoided.

However, there is a possibility that Tier II resources in Ontario Ranch could be impacted over the course of the proposed project.

Tier III consists of all properties that are Designated Historic Landmarks, are contributing structures in Designated Historic Districts, or are Eligible Historical Resources, as defined by the Development Code. Demolition of these properties should be avoided where possible, but may be appropriate under certain circumstances. If demolition occurs, the City requires historic resources to be documented and historic features to be salvaged, and requires a demolition mitigation fee.

The City’s Development Code requires that any historic resource determined to be within Tier I or Tier II that is proposed for demolition prepare and certify an EIR pursuant to the requirements of CEQA and the implementing guidelines, and City's Local Guidelines For Implementing CEQA, in conjunction with the approval of Certificate of Appropriateness and Demolition applications. Therefore, while the Development Code requires an EIR for impacts to Tier I and Tier II historic resources, the Development Code does not provide a high level of protection for Tier III historic resources. Additionally, the Ontario Ranch Historic Context Statement and Resource Survey identified the presence of Tier II historic resources in Ontario Ranch but did not identify the presence of Tier I historic resources in Ontario Ranch. Therefore, the Policy Plan Amendment could also impact Tier II historic resources in Ontario Ranch.

Additionally, there are properties that have yet to be formally designated within Ontario Ranch under the City’s tier system; and as a result, the Policy Plan Amendment could impact potentially historic (i.e., properties that have not been surveyed that may have potential historic resources). As identified in Table 5.3-2, the following Tier II historic resources in Ontario Ranch are vulnerable to development associated with buildout of the Policy Plan Amendment:
8314 Edison Avenue (De Groot Dairy)
8484 Schaefer Avenue (Basque American Dairy)
8185 Edison Avenue (Not Identified)
14251 Euclid Avenue (Peter De Witt Dairy, Basque American Dairy) 13948 S. Walker Avenue (Gorzeman Dairy #2)
Tier II historic resources and potentially historic resources in Ontario Ranch (i.e., properties that have been surveyed, but no formal City action has been taken to include on the Ontario Register), in addition to Tier III resources citywide could potentially be impacted with implementation of the Policy Plan Amendment.

Compared to the approved project, the proposed project would have similar impacts associated with historic resources. While the proposed project would result in an increase in land use intensity compared to the approved project, it would not result in development of new, ■
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previously undeveloped areas in the City that were not planned for under the approved project.

Like the approved project, historical resources could potentially be impacted with implementation of the Policy Plan Amendment. Therefore, this impact is potentially significant. Policy Plan Amendment Significance without Mitigation: Potentially significant.

Specific Plan
The 15 historic-age sites listed in Table 3.5-4 and illustrated in Figure 3.5-2 were evaluated under the seven aspects of integrity, as well as NRHP and CRHR eligibility criteria. Resources were also evaluated under the City of Ontario Historic Landmark Designation criteria. These sites collectively contain 25 historic single-family residences, 15 historic detached garages, 12 historic dairy farms, one historic farm, and several ancillary structures.

Twelve of the sites were determined not eligible for the NRHP, CRHR or local listing under the City of Ontario’s Historic Landmark Designation. Therefore, removal of any structures within these sites would not cause a substantial adverse change in the significance of a historical resource. These sites include 7634, 7556 Eucalyptus Avenue; 14330 Bon View Avenue; 14366, 14316, 14306 Bon View Avenue; 14451, 14457, 14343, 14353 Bon View Avenue; 14213, 14239, 14297, 14283 Bon View Avenue; 14400 South Grove Avenue; 14441, 14474 South Grove Avenue; 14361 South Grove Avenue; 14350 Walker Avenue, 8485 Edison Avenue; 7721-7891 Edison Avenue, 14203 Bon View Avenue; 8061 Edison Avenue; and 8245-8295 Edison Avenue.1 Several buildings associated with 7587-7697 Edison Avenue; 8185 Edison Avenue, 14117 South Grove Avenue; and 8335-8381 Edison Avenue are eligible under NRHP, CRHR, and City of Ontario criteria. These findings are consistent with the Ontario Ranch Historic Resources Survey (Appendix E2). However, as previously noted, no historic-age buildings or structures within these sites would be directly impacted by development of the Specific Plan. The portions of these parcels that may be affected by development of the EBPSP would not adversely impact the resources’ integrity or NRHP and CRHR eligibility since the buildings being removed are modern and non-contributing elements.

Accordingly, development of the EBPSP would not cause a substantial adverse change in the significance of a historical resource pursuant to CEQA Guidelines Section 15064.5. The EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the approved project. This impact is less than significant. Specific Plan Significance without Mitigation: Less than significant. 1 Note that some sites include more than one street address. Refer to Table 3.5-3 and Figure 3.5-2. 1018

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Impact CUL-1: Implementation of the Policy Plan Amendment could impact historical resources.

Mitigation Measures
Mitigation Measures from the 2022 Certified EIR
The following mitigation measures were taken from the 2022 Certified EIR. Any modifications to the mitigation measures from the Certified EIR are shown in strikethrough for deleted text and underline for new, inserted text. The numbering of the mitigation measures has been updated for clarity, with the original mitigation number in the Certified EIR identified in parenthesis [Former MM].

Mitigation Measure CUL-1-PPA [Former MM 5-1]: Historic or potentially historic resources in the City shall be evaluated for historic significance through the City’s tier system prior to the issuance of plan or development approvals. Pursuant to the City’s Development Code (Chapter 4, Permits, Actions, and Decisions, and Chapter 7, Historic Preservation), mitigation measures for all Tier III Historic Resources citywide, Tier II historic resources in Ontario Ranch, or potentially significant historic resources in Ontario Ranch shall include the following:
a) Each historic resource shall be fully documented and cataloged pursuant to Historic American Building Survey/Historic American Engineering Record (HABS/HAER) standards, to provide a record of the resource, including, but not limited to: [i] the preparation of site plans, floor plans, exterior and interior elevations, and detail drawings of character defining features (such as moldings, stairs, etc.); and [ii] photographs of the resource, including the exterior, interior, and interior and exterior character defining features (such as moldings, light fixtures, trim patterns, etc.).
b) A mitigation fee established pursuant to Section 7.01.030 (Historic Preservation Mitigation Fee) shall be paid to the City and deposited into the Historic Preservation Trust Fund prior to the issuance of a demolition permit for Tier III historic resources, Tier II Historic Resources located in Ontario Ranch, or a potentially significant historic resource in Ontario Ranch. Fees for Tier III Historic Resources citywide shall be 10 percent and fees for Tier II historic resources in Ontario Ranch and potentially significant historic properties in Ontario Ranch shall be 30 percent of the price per square foot construction cost, as established in the most current ICC Building Valuation Data. Fees for Tier I citywide and II historic resources outside of Ontario Ranch shall be determined during the Environmental Impact Report process. The 1019

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fees established for Tier III will be used as a reference point for establishing fees for Tier I and II historic resources.
c) Issuance of a A Certificate of Appropriateness shall be required not be issued for the demolition of an Tier III historic resource citywide or a Tier II historic resource in Ontario Ranch, either in whole or in part, However, it shall not be issued until such time that a demolition permit application and a replacement structure has been approved by the City, and appropriate permits have been issued for its construction, unless: [i] a waiver is granted pursuant to Subsection H (Replacement Structure Waiver for Historic Resources Located within Industrial Zoning Districts) of Section

4.02.050; [ii] a deferral of the replacement structure requirement is granted pursuant to Subsection G (Replacement Structure Deferral) of Section 4.02.050; or [iii] demolition is required pursuant to Section 7.01.050 (Unsafe or Dangerous Conditions) of this Development Code.
d) In an effort to preserve features and artifacts from historic resources, a determination whether items within or on the resource should be salvaged must be made by the Planning Department and may include the local historical society prior to the issuance of the demolition permit. The applicant shall be responsible for the removal, relocation, storage, and donation of such items selected for salvaging. The applicant shall provide an inventory of salvaged items to the Planning Department, and shall include a list of each item name, description, and dimension (as necessary), and the location of each item on a floor plan.

New Mitigation Measures
Policy Plan Amendment
Mitigation Measure CUL-1-PPA includes edits to reflect additional requirements for Tier II historic properties and potentially significant historic properties in Ontario Ranch. In addition, the following mitigation measure has been identified for potentially significant historic properties in Ontario Ranch and Tier II historic resources in the Ontario Ranch.

Mitigation Measure CUL-2-PPA: Project applicants for development projects that contain Tier II Historic Resources in Ontario Ranch pursuant to the City’s historic resource evaluation system (i.e., 8314 Edison Avenue, 8484 Schaefer Avenue, 8185 Edison Avenue, 14251 Euclid Avenue, and 13948 S. Walker Avenue) and all other potentially historic properties in Ontario Ranch shall be subject to the following additional mitigation requirements prior to the issuance of any grading, demolition, or development approvals:
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a) Documentation. A complete chain of title with copies of recorded deeds / documents for each parcel within the eligible property boundaries shall be provided to the Planning Department by the project applicant to ensure that all ethnic groups associated with each significant parcel / property are identified. The information shall be integrated into the HABS-Like Local Documentation Package prepared for each property. For properties with Basque or Portugues Associations, the following additional measures are required:

Basque Associations. For properties with Basque associations, the project applicant shall contact the Chino Basque Club to inquire if the organization possesses any historic materials relating to the property or the owners identified in the complete chain of title. New materials resulting in this effort shall be integrated with HABS-like documentation; and
Portuguese Associations. For properties with Portuguese associations, the project applicant shall contact the Chino Valley Divino Espirito Santo (DEA) Club to inquire if the organization possesses any historic materials relating to the property or the owners identified in the complete chain of title. New materials resulting in this effort shall be integrated with HABS-like documentation.
b) Avoidance. All efforts to avoid demolition of historic resources shall be made by the project applicant. Alternatives to demolition that shall include:

Adaptive Reuse Study. Prior to approval of demolition, an adaptive reuse study shall be prepared by a qualified professional meeting the minimum qualifications standards of the Secretary of the interior Professional Qualifications (Code of Federal Regulations, 36 CFR Part 61). The adaptive reuse study shall make recommendations on the possible reuse of the historic resource into the proposed project. If feasible and determined appropriate, the historic resource shall be integrated into the project, thereby avoiding demolition.

Structural Analysis for Relocation and/or Reconstruction. Prior to approval of demolition, a structural analysis shall be prepared by a California licensed engineer meeting the minimum qualifications standards of the Secretary of the interior Professional Qualifications (Code of Federal Regulations, 36 CFR Part 61). The analysis shall identify the building components and materials and determine the feasibility of relocation and reconstruction. ■
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o If determined that relocation is feasible and a receiver site is available, the project applicant shall facilitate the relocation, affixing the building or structure to a permanent foundation, with approved relocation plans and required permit issuance.
o If a receiver site is not available, the historic resource shall be advertised and shall be offered at no cost for those who can relocate the structures off-site. Advertisements notifying the public of the opportunity to relocate the structures shall be placed for a minimum of 30 days: on-site with temporary signage, in at least 3 local publications (newspapers, magazines, local organization newsletters), and on local bulletin boards (realtor’s offices, local business). A social media campaign, posted on the applicant’s website or on a local non-profit heritage site, including a dedicated web page with the structure’s information (description, square footage, photographs) and contact information should be incorporated into the relocation advertisement.
c) Interpretive Plan. An interpretative plan highlighting the history, architectural styles, businesses, or individuals that have historic significance and have contributed to the development of the dairy industry shall be prepared by a qualified historian to further educate and increase community awareness of the local dairy history. The interpretive plan may be developed and constructed at a site-specific location, as determined by the City, or development in an on-line format.

Specific Plan
No additional mitigation measures are warranted.

Significance After Mitigation
Policy Plan Amendment
Mitigation Measure CUL-1-PPA would require historic or potentially historic resources to be evaluated for historic significance through the City’s Development Code tier system, except those located in Ontario Ranch. Mitigation Measures CUL-1-PPA and CUL-2-PPA establishes requirements for historic resources classified as Tier III and II (in Ontario Ranch), and potentially historic resources (identified through survey evaluation) in Ontario Ranch to minimize significant impacts. Major modification or demolition of historic resources may be appropriate under certain circumstances. If demolition occurs, the City requires historic resources to be documented and historic features to be salvaged and requires a demolition mitigation fee.

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resources or Tier II historic resources in Ontario Ranch and potentially significant historic resources identified through a survey in Ontario Ranch. Impact CUL-1 would remain significant and unavoidable. Policy Plan Amendment Significance with Mitigation: Significant and unavoidable. b) Would the project cause a substantial adverse change in the significance of an archaeological resource pursuant to CEQA Guidelines Section 15064.5? The 2022 Certified SEIR found that buildout of the approved project could impact archeological resources; however, the 2022 Certified EIR identified that existing federal, state, and local regulations and Mitigation Measure CUL-3-PPA [Former MM 5-2] would reduce impacts to archeological resources to less than significant.

Policy Plan Amendment
A records review at the SCCIC conducted for the approved project identified 20 archeological resources in the City. Based on the results of the research, there is potential archaeological sensitivity throughout the City (see Appendix E1).

The proposed project primarily involves modifying the TOP land use pattern and making associated updates to the various elements of the TOP Policy Plan. Adoption of the proposed project would not directly affect archaeological resources. TOP is a regulatory document that sets the framework for future growth and development but does not result in development in and of itself. However, long-term implementation of TOP land use plan under the proposed project could allow development (e.g., new development, infill development, redevelopment, and revitalization/restoration), including grading, of known and unknown sensitive areas.

Grading and construction activities of undeveloped areas or redevelopment that requires more intensive soil excavation than in the past could potentially cause the disturbance of archeological resources. Therefore, future development that would be accommodated by the proposed project could potentially unearth previously unrecorded resources.

Existing federal, state, and local regulations address the provisions of studies to identify archaeological resources, review applications for projects that would potentially involve land disturbance, provide a project-level standard condition of approval that addresses unanticipated archeological discoveries and enforces requirements to develop specific mitigation measures if resources are encountered during any development activity. The Historic Preservation section of TOP’s Community Design Element addresses the management of artifacts through Policy CD4.1, Cultural Resources Management, and the collaboration and promotion of public involvement in preservation through Policies CD-4.2, Collaboration with Property Owners and Developers; CD-4.6, Promotion of Public Involvement in Preservation; and CD-4.7, Public Outreach.
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Archaeological sites are also protected by a wide variety of state policies and regulations under the PRC. Cultural resources are recognized as nonrenewable and therefore receive protection under the PRC and CEQA. Review and protection of archaeological resources are afforded by CEQA for individual development projects accommodating the Policy Plan Amendment, subject to discretionary actions that are implemented in accordance with the land use plan of TOP under the Policy Plan Amendment. According to CEQA, the lead agency is required to determine whether a development project may have a significant effect on archaeological resources (PRC Section 21083.2). If the lead agency determines that the project may have a significant effect on unique archaeological resources, the project-level CEQA document being prepared for the development project is required to address and mitigate the impacts of those resources.

The proposed project would not result in new impacts or a substantial increase in the magnitude of impacts to archeological resources compared to the approved project; however, like the approved project, impacts to archeological resources are potentially significant. Policy Plan Amendment Significance without Mitigation: Potentially significant.

Specific Plan
No previously recorded archeological resources have been mapped as overlapping the Specific Plan area or the proposed off-site improvements. Regardless, there is potential for buried deposits that may be related to the occupation of the Specific Plan area since the early twentieth century. Therefore, if previously undiscovered cultural materials were encountered during ground-disturbing activities, impacts would be potentially significant. Specific Plan Significance without Mitigation: Potentially significant.

Impact CUL-2: Implementation of the proposed project could impact archeological resources in the City.

Mitigation Measures
Mitigation Measures from the 2022 Certified EIR
The following mitigation measures were taken directly from the 2022 Certified EIR. Any modifications to the mitigation measures from the certified EIR are shown in strikethrough for deleted text and underline for new, inserted text. The numbering of the mitigation measures has been updated for clarity, with the original mitigation number in the Certified EIR identified in parenthesis [Former MM].

Mitigation Measure CUL-3-PPA [Former MM 5-2]: In areas of documented or inferred from evident archaeological and/or paleontological resource presence, City staff shall require applicants for development permits to provide studies to document the 1024

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presence/absence of such resources. On properties where resources are identified, such studies shall provide a detailed mitigation plan, including a monitoring program and recovery and/or in situ preservation plan, based on the recommendations of a qualified cultural preservation expert. The mitigation plan shall include the following requirements:

Archaeologists and/or paleontologist shall be retained for the project and will be on call during grading and other significant ground-disturbing activities.

Should any archaeological cultural resources be discovered, no further grading shall occur in the area of the discovery until the Planning Director or designee is satisfied that adequate provisions are in place to protect these resources.

Unanticipated discoveries shall be evaluated for significance by a San Bernardino County Certified Professional Archaeologist/Paleontologist. If significance criteria are met, then the project shall be required to perform data recovery, professional identification, radiocarbon dates, and other special studies; submit materials to a museum for permanent curation; and provide a comprehensive final report including a catalog with museum numbers.

New Mitigation Measures
Policy Plan Amendment
No additional mitigation measures are warranted.

Specific Plan
Mitigation Measure CUL-1-SP: An archaeological monitor shall be present full-time during all soil-disturbing and grading/excavation/trenching activities. In the event that cultural resources are discovered by the archaeological (or Native American monitor), all work shall be suspended 50 feet around the resource(s) and a qualified archaeologist meeting the Secretary of the Interior’s Standards (principal investigator (PI)) shall assess the discovery. Work on the overall project may continue during this period if the following activities are initiated:

If the discovery is a prehistoric resource, initiate consultation between the qualified archaeologist, the appropriate Native American tribal entity, and the City/Applicant;
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Include the appropriate Native American entity (as determined by a qualified archaeologist meeting the Secretary of the Interior’s Standards) in the cultural resources investigations as soon as possible; and If the qualified archaeologist determines the resource(s) to be a “unique archaeological resource” consistent with PRC Section 21083.2 or a “tribal cultural resource” consistent with PRC Section 21074, a Cultural Resources Management Plan shall be prepared by the project archaeologist and submitted to the City Planning Division for approval and subsequent implementation.

During Construction
A. Monitor(s) Shall be Present During Grading/Excavation/Trenching The archaeological monitor shall be present full-time during all soil-disturbing and grading/excavation/trenching activities of native soil that could result in impacts to archaeological resources.

The PI may submit a detailed letter to the lead agency during construction requesting a modification to the monitoring program when a field condition such as modern disturbance post-dating the previous grading/trenching activities, presence of fossil formations, or when native soils are encountered that may reduce or increase the potential for resources to be present.

B. Discovery Notification Process
In the event of an archaeological discovery, either historic or prehistoric, the archaeological monitor shall direct the contractor to temporarily divert all soil-disturbing activities, including but not limited to, digging, trenching, excavating, or grading activities in the area of discovery and in the area reasonably suspected to overlay adjacent resources and immediately notify the Native American monitor and client, as appropriate.

The monitor shall immediately notify the PI (unless the monitor is the PI) of the discovery.

C. Determination of Significance
The PI shall evaluate the significance of the resource. If human remains are involved, the protocol provided in Section D, below, shall be followed. ■
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o The PI shall immediately notify the City of Ontario to discuss the significance determination and shall also submit a letter indicating whether additional mitigation is required.
o If the resource is significant, the PI shall submit an Archaeological Data Recovery Program (ADRP) and obtain written approval from the City of Ontario to implement that program. In the event that prehistoric deposits are discovered, the ADRP should also be reviewed by the Native American consultant/monitor. Impacts to significant resources must be mitigated before ground-disturbing activities in the area of discovery will be allowed to resume.
o If the resource is not significant, the PI shall submit a letter to the City of Ontario indicating that artifacts will be collected, curated, and documented in the final monitoring report. The letter shall also indicate that that no further work is required.

D. Discovery of Human Remains
If human remains are discovered, work shall halt in that area until a determination can be made regarding the provenance of the human remains; and the following procedures as set forth in CEQA Section 15064.5(e), the California PRC (Section 5097.98), and the State Health and Safety Code (Section 7050.5) shall be undertaken:

Notification
o The archaeological monitor shall notify the PI if the monitor is not qualified as a PI.
o The PI shall notify the Coroner’s Division of the San Bernardino County Sheriff’s Department after consultation with the City of Ontario, either in person or via telephone.

Isolate discovery site
o Work shall be directed away from the location of the discovery and any nearby area reasonably suspected to overlay adjacent human remains until a determination can be made by the sheriff-coroner in consultation with the PI concerning the provenance of the remains.
o The sheriff-coroner, in consultation with the PI, will determine the need for a field examination to determine the provenance.
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o If a field examination is not warranted, the sheriff-coroner will determine, with input from the PI, if the remains are or are most likely to be of Native American origin.

If Human Remains are determined to be Native American
o The medical examiner will notify the NAHC within 24 hours. By law, only the medical examiner can make this call.
o The NAHC will immediately identify the person or persons determined to be the Most Likely Descendent (MLD) and provide contact information. o The MLD will contact the PI within 24 hours or sooner after the sheriff/coroner has completed coordination to begin the consultation process in accordance with CEQA Section 15064.5(e), the California PRC, and the State Health and Safety Code.
o The MLD will have 48 hours to make recommendations to the property owner or representative for the treatment or disposition with proper dignity of the human remains and associated grave goods. o Disposition of Native American human remains will be determined between the MLD and the PI, and, if:

The NAHC is unable to identify the MLD; or
The MLD failed to make a recommendation within 48 hours after being notified by the NAHC; or
The landowner or authorized representative rejects the
recommendation of the MLD and mediation in accordance with PRC 5097.94(k) by the NAHC fails to provide measures acceptable to the landowner; then
Upon the discovery of multiple Native American human remains during a ground-disturbing land development activity, the landowner may agree that additional conferral with descendants is necessary to consider culturally appropriate treatment of multiple Native American human remains. Culturally appropriate treatment of such a discovery may be ascertained from review of the site utilizing cultural and archaeological standards. Where the parties are unable to agree upon the appropriate treatment ■
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measures, the human remains and grave goods buried with the Native American human remains shall be reinterred with
appropriate dignity.

If Human Remains are not Native American
o The PI shall contact the sheriff-coroner and notify them of the historic era context of the burial.
o The sheriff-coroner will determine the appropriate course of action with the PI and City staff (PRC 5097.98).
o If the remains are of historic origin, they shall be appropriately removed and conveyed to the City of Ontario. The decision for internment of the human remains shall be made in consultation with City, the applicant/landowner, and any known descendant group.

Post-Construction
A. Preparation and Submittal of Draft Monitoring Report The PI shall submit to the City of Ontario a draft monitoring report (even if negative) prepared in accordance with the agency guidelines, which describes the results, analysis, and conclusions of all phases of the archaeological monitoring program (with appropriate graphics). o For significant archaeological resources encountered during monitoring, the ADRP shall be included in the draft monitoring report. o Recording sites with the State of California DPR shall be the responsibility of the PI, including the recording (on the appropriate forms-DPR 523 A/B) any significant or potentially significant resources encountered during the archaeological monitoring program.

The PI shall submit a revised draft monitoring report to the City of Ontario for approval, including any changes or clarifications requested by the City.

B. Handling of Artifacts
The PI shall be responsible for ensuring that all cultural remains collected are cleaned and cataloged.

The PI shall be responsible for ensuring that all artifacts are analyzed to identify function and chronology as they relate to the history of the area; that ■
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faunal material is identified as to species; and that specialty studies are completed, as appropriate.

The cost for curation is the responsibility of the property owner.

C. Curation of Artifacts
Cultural materials shall be offered to a local museum for permanent curation. If the local museum chooses not to curate the item, it shall be offered to another curation facility that meets the California State Resources Department Office of Historic Preservation Guidelines for the Curation of Archaeological Resources, as chosen by the City. The PI shall provide a comprehensive final report including a catalog with museum numbers.

D. Final Monitoring Report(s)
The PI shall submit the approved final monitoring report to the City of Ontario and any interested parties.

Significance After Mitigation
Policy Plan Amendment
Mitigation Measure CUL-3-PPA would require preservation and curation of archeological resources if uncovered during development. Mitigation Measure CUL-3-PPA would reduce potential impacts to archeological resources to a level that is less than significant. Policy Plan Amendment Significance with Mitigation: Less than significant.

Specific Plan
With the implementation of Mitigation Measure CUL-1-SP, impacts to archeological resources would be less than significant. Accordingly, the EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR.

Specific Plan Significance with Mitigation: Less than significant. c) Would the project disturb any human remains, including those interred outside of dedicated cemeteries?
The 2022 Certified EIR found that grading activities in Ontario would comply with PRC Section 5079.98 so as not to disturb human remains.
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Policy Plan Amendment
There are known Native American gravesites and cemeteries in the City, including Bellevue Memorial Park on the north side of G Street, between Benson Avenue and Mountain Avenue.

The proposed project in itself does not involve grading activities and would not directly disturb any human remains. Long-term implementation of the proposed project would allow development and redevelopment, including grading, of sensitive areas, possibly disturbing human remains, including those outside of formal cemeteries.

California Health and Safety Code Section 7050.5; CEQA Section 15064.5; and PRC Section 5097.98 mandate the process to be followed in the event of an accidental discovery of any human remains in a location other than a dedicated cemetery. Specifically, the California Health and Safety Code requires that if human remains are discovered on a project site, disturbance of the site shall remain halted until the coroner has conducted an investigation into the circumstances, manner, and cause of any death, and the recommendations concerning the treatment and disposition of the human remains have been made to the person responsible for the excavation, or to his or her authorized representative, in the manner provided in PRC Section 5097.98. If the coroner determines that the remains are not subject to his or her authority and if the coroner recognizes or has reason to believe the human remains to be those of a Native American, he or she shall contact, by telephone within 24 hours, the Native American Heritage Commission. Although soil-disturbing activities associated with development in accordance with the proposed project could result in the discovery of human remains, compliance with existing law would ensure that significant impacts to human remains would not occur. Therefore, impacts are less than significant. The proposed project would not result in new impacts or a substantial increase in the magnitude of impacts to human remains compared to the approved project.

Policy Plan Amendment Significance without Mitigation: Less than significant.

Specific Plan
The Specific Plan area does not contain a cemetery, and no known cemeteries are within the immediate site vicinity. Field surveys did not identify the presence of any human remains and no human remains are known to exist beneath the surface of the Specific Plan area.

Nevertheless, the remote potential exists that human remains may be unearthed during grading and excavation activities associated with construction.

If human remains are unearthed during construction, the construction contractor would be required by law to comply with California Health and Safety Code Section 7050.5 “Disturbance of Human Remains.” According to Section 7050.5(b) and (c), if human remains are discovered, the County Coroner must be contacted and if the Coroner recognizes the human remains to be those of a Native American, or has reason to believe that they are those of a Native American, 1031

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the Coroner is required to contact the NAHC by telephone within 24 hours. Pursuant to California Public Resources Code Section 5097.98, whenever the NAHC receives notification of a discovery of Native American human remains from a county coroner, the NAHC is required to immediately notify those persons it believes to be most likely descended from the deceased Native American. The descendants may, with the permission of the owner of the land, or their authorized representative, inspect the site of the discovery of the Native American human remains and may recommend to the owner or the person responsible for the excavation work means for treatment or disposition, with appropriate dignity, of the human remains and any associated grave goods. The descendants shall complete their inspection and make recommendations or preferences for treatment within 48 hours of being granted access to the site. According to Public Resources Code Section 5097.94(k), the NAHC is authorized to mediate disputes arising between landowners and known descendants relating to the treatment and disposition of Native American human burials, skeletal remains, and items associated with Native American burials.

With mandatory compliance to California Health and Safety Code Section 7050.5 and Public Resources Code Section 5097.98, any potential impacts to human remains, including human remains of Native American ancestry, that may result from development of the Specific Plan would be less than significant. These actions are also required by Mitigation Measure CUL-2-SP, presented previously. The EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR.

Specific Plan Significance without Mitigation: Less than significant.

Impact CUL-3: The proposed project could result in the discovery of human remains; however, compliance with existing law would ensure that significant impacts to human remains would not occur.

Mitigation Measures
Mitigation Measures from the 2022 Certified EIR
The 2022 Certified EIR did not identify significant impacts associated with discovery of human remains, and therefore no mitigation measures were identified in the 2022 Certified EIR.

New Mitigation Measures
No additional mitigation measures are warranted.

3.5.6 Cumulative Impact Analysis
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HISTORICAL RESOURCES
Projects in the City could destroy or otherwise diminish the historical significance of historical resources. As described above, historical resources could potentially be impacted with implementation of the Policy Plan Amendment and would be potentially significant, and therefore, cumulatively considerable.

ARCHAEOLOGICAL RESOURCES AND HUMAN REMAINS
Projects in the City would disturb soil and thus could damage archaeological resources and/or uncover human remains. Projects in the City of Ontario would comply with federal and state regulations governing the treatment of archeological resources and discovery of human remains. Additionally, Mitigation Measure CUL-3-PPA for the Policy Plan Amendment and Mitigation Measure CUL-2-SP for the Specific Plan would ensure that impacts to archeological resources are less than significant and would be less than cumulatively considerable.

Cumulative Impacts: The proposed project could result in potential impacts to historic resources within the City; and therefore, impacts to historic resources are considered cumulatively considerable.

3.5.7 References
BFSA (BFSA Environmental Services). 2026, January 9 (revised). Cultural Resources Study for the Eucalyptus Business Park Specific Plan Project. See Appendix E3.

COHP (California Office of Historic Preservation). 2025. California Historic Resources. Accessed 10/10/2025. https://ohp.parks.ca.gov/ListedResources/?view=county&criteria=36.

NPS (National Park Service). 2025. National Register Database and Research. Accessed 10/10/2025. https://www.nps.gov/subjects/nationalregister/database-research.htm.

Ontario, City of. 2021, January 12. Ontario Local Historic Districts. Accessed 10/10/2025. https://content.ontarioca.gov/sites/default/files/migrated-files/Ontario-Files/ Planning/Historic_Preservation/20210208_Historic%2520Districts_Map.pdf.

Ontario, City of. 2022, August. Cultural Resources Record Search. Appendix D of The Ontario Plan 2050 Final Supplemental Environmental Impact Report. Accessed 10/10/2025. State Clearinghouse No. 2021070364. https://www.ontarioca.gov/government/community -development/planning/ontario-plan.
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Ontario, City of. 2025a. List of Designated Historic Landmarks. Accessed 10/10/2025. https://content.ontarioca.gov/sites/default/files/migrated-files/Ontario-Files/Planning /Historic_Preservation/designated_landmarks_list.pdf.

Ontario, City of. 2025b, May. Ontario Ranch Historic Context Statement and Resource Survey.

See Appendix E2.

Ontario, City of. 2026, January 6. Communication with Diane Ayala, Ontario Planning Department, Ex Offico Member of Ontario Heritage.

Ontario, City of. n.d. Ontario Register of Historic Resources. https://www.ontarioca.gov/government/community-development/planning/ planning-programs/historic-preservation.

SCCIC (South Central Coastal Information Center). 2026, February 26. Record Search Results for the Ontario Policy Plan Amendment; Project No. ONT-09.0. See Appendix E1. 1034

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3.6 ENERGY
This section of the Draft Supplemental Environmental Impact Report (SEIR) evaluates the energy implications of the TOP 2050 Policy Plan Amendment and EBPSP (proposed project) in comparison to the current TOP (approved project) and impacts identified in the 2022 Certified EIR. This analysis focuses on energy impacts in a local and regional context. The potential energy impacts of the EBPSP are evaluated at project level, and those of the Policy Plan Amendment are evaluated at a program level. The energy calculation sheets for the Policy Plan Amendment are included in Appendix C1. The analysis for the EBPSP is based on the EBPSP Energy Analysis in Appendix C5.

TERMINOLOGY
The following are definitions for terms used throughout this section.

BTU: British thermal unit; a standard unit of measurement that is used to represent the energy content of heating fuels (e.g., natural gas, propane) and is equal to the amount of heat needed to raise the temperature of one pound of water by one degree Fahrenheit.

CALGreen: California Green Building Code (California Code of Regulations [CCR], Title 24, Part 11); encompasses Part 11 of the California Building Standards Code and stipulates water, waste, and design efficiencies as well as electric vehicle charging standards.

CEC: California Energy Commission; a State agency within the California Natural Resources Agency that sets energy policy and building energy efficiency standards, develops the State’s energy growth demand projections, engages in long-term power generation resource planning, and approves power plant siting.

CPUC: California Public Utilities Commission; an independent State regulatory commission that oversees investor-owned utilities (e.g., electric, gas, water, telecommunications) by setting rates and procurement requirements in alignment with CEC energy policy and California Independent System Operator grid operations.

CBSC: California Building Standards Code; includes all individual parts of CCR Title 24.

Energy Code: California Building Energy Efficiency Standards (24 CCR Part 6); encompasses Part 6 of the CBSC, which stipulates energy-efficiency standards for new projects. kWh: Kilowatt-hour, a standard unit of measurement that is used to represent the amount of electricity consumed or supplied and is equivalent to approximately 3,412 British thermal units (BTU).

MWh: Megawatt-hour; one MWh is equal to 1,000 kWh.

GWh: Gigawatt-hour; one GWh is equal to 1,000 MWh or 1,000,000 kWh.

VMT: Vehicle miles traveled.
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3.6.1 Regulatory Framework

FEDERAL
Federal, state, and local laws, regulations, plans, or guidelines related to energy that are potentially applicable to the proposed project are summarized herein.

Federal Energy Policy and Conservation Act
The Energy Policy and Conservation Act of 1975 was established in response to the 1973 oil crisis. The act created the Strategic Petroleum Reserve, established vehicle fuel economy standards, and prohibited the export of U.S. crude oil (with a few limited exceptions). It also created Corporate Average Fuel Economy (CAFE) standards for passenger cars starting in model year 1978. The CAFE Standards are updated periodically to account for changes in vehicle technologies, driver behavior, and/or driving conditions.

The federal government issued new CAFE standards in 2012 for model years 2017 to 2025, which required a fleet average of 54.5 miles per gallon (mpg) in 2025. On March 30, 2020, the US Environmental Impact Agency (EPA) finalized updated CAFE and greenhouse gas (GHG) emissions standards for passenger cars and light trucks and established new standards covering model years 2021 through 2026, known as the Safer Affordable Fuel Efficient (SAFE) Vehicles Final Rule for Model Years 2021 to 2026.

On June 7, 2024, National Highway Traffic Safety Administration (NHTSA) announced final CAFE standards for passenger cars and light trucks built in model years 2027 to 2031 and final fuel efficiency standards for heavy-duty pickup trucks and vans built in model years 2030 to 2035.

The final rules establish standards that would require an industry fleetwide average of approximately 50.4 mpg for passenger cars and light trucks in model year 2031, by increasing fuel economy by 2 percent year over year for passenger cars (model years 2027–2031) and for light trucks (model years 2029–2031). For heavy-duty pickup trucks and vans, the final rule would increase fuel efficiency at a rate of 10 percent per year (model years 2030–2032) and 8 percent per year (model years 2033–2035) (NHTSA 2024).

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2025 Rollback of CAFE and Federal Fuel Standards
While both the new CAFE standards and fuel standard are currently in effect, the Trump Administration directed the Department of Transportation to rescind and replace all existing CAFE standards and emissions standards on January 29, 2025. This action targeted regulations covering MY 2024 through 2035 for both light-duty and heavy-duty vehicles.

On June 6, 2025, the NHTSA published an interpretive rule that establishes the NHTSA’s authority to revise the CAFE standards without consideration of electric vehicles (EV). California currently has no authority to implement these standards.

On June 11, 2025, the NHTSA published the final rule, “Resetting the Corporate Average Fuel Economy Program.” This rule does not immediately change current fuel economy standards; however, the rule clarifies the NHTSA’s interpretation of its obligations for CAFE standards stemming from the Energy Policy and Conservation Act of 1975 and the Energy Independence and Security Act of 2007. The rule asserts that some regulations, such as those established under previous presidential administrations, improperly considered EVs when identifying the “maximum feasibility” average fuel economy level upon which CAFE standards are developed, thereby establishing a legal foundation for future rollbacks of CAFE standards (NHTSA 2025).

Energy Independence and Security Act of 2007
The Energy Independence and Security Act of 2007 (Public Law 110-140) seeks to provide the nation with greater energy independence and security by increasing the production of clean renewable fuels; improving vehicle fuel economy; and increasing the efficiency of products, buildings, and vehicles. It also seeks to improve the energy performance of the federal government. The act sets increased corporate average fuel economy standards; the renewable fuel standard; appliance energy-efficiency standards; building energy-efficiency standards; and accelerated research and development tasks on renewable energy sources (e.g., solar energy, geothermal energy, and marine and hydrokinetic renewable energy technologies), carbon capture, and sequestration (USEPA 2025b).

Energy Policy Act of 2005
Passed by Congress in July 2005, the Energy Policy Act includes a comprehensive set of provisions to address energy issues. This Act includes tax incentives for energy conservation improvements in commercial and residential buildings, fossil fuel production and clean coal facilities, and construction and operation of nuclear power plants, among other things.

Subsidies are also included for geothermal, wind energy, and other alternative energy producers.
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National Energy Policy
Established in 2001 by the National Energy Policy Development Group, the National Energy Policy is designed to help the private sector and state and local governments promote dependable, affordable, and environmentally sound production and distribution of energy for the future. Key issues addressed by the energy policy are energy conservation, repair and expansion of energy infrastructure, and ways of increasing energy supplies while protecting the environment.

Natural Gas Pipeline Safety Act of 1968
The Natural Gas Pipeline Safety Act of 1968 authorizes the United States Department of Transportation to regulate pipeline transportation of flammable, toxic, or corrosive natural gas and other gases as well as the transportation and storage of liquefied natural gas. The Pipeline and Hazardous Materials Safety Administration within the Department of Transportation develops and enforces regulations for the safe, reliable, and environmentally sound operation of the nation's 2.6-million-mile pipeline transportation system.

STATE
Warren-Alquist Act
Established in 1974, the Warren-Alquist Act created the California Energy Commission (CEC) in response to the energy crisis of the early 1970s and the state’s unsustainable growing demand for energy resources. The CEC’s core responsibilities include advancing State energy policy, encouraging energy efficiency, certifying thermal power plants, investing in energy innovation, developing renewable energy, transforming transportation, and preparing for energy emergencies. The Warren-Alquist Act is updated periodically through legislative bills to address current energy needs and issues. The Warren-Alquist Act is updated annually to address current energy needs and issues, and its latest edition was in January 2023.

California Long-Term Energy Efficiency Strategic Plan
In September 2008, the California Public Utilities Commission (CPUC) adopted the Long-Term Energy Efficiency Strategic Plan, which provides a framework for energy efficiency in California through the year 2020 and beyond. It articulates a long-term vision and goals for each economic sector, identifying specific near-term, midterm, and long-term strategies to assist in achieving these goals. This plan sets the following 4 goals, known as Big Bold Energy Efficiency Strategies, to achieve significant reductions in energy demand:
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All new residential construction in California will be zero net energy by 2020.1 All new commercial construction in California will be zero net energy by 2030.

Heating, ventilation and air conditioning, commonly referred to as “HVAC,” will be transformed to ensure that its energy performance is optimal for California’s climate.

All eligible low-income customers will be given the opportunity to participate in the lowincome energy efficiency program by 2020.

With respect to the commercial sector, the Long-Term Energy Efficiency Strategic Plan notes that commercial buildings, which include schools, hospitals, and public buildings, consume more electricity than any other end-use sector in California. The commercial sector’s 5-billionplus square feet of space accounts for 38 percent of the state’s power use and over 25 percent of natural gas consumption. Lighting, cooling, refrigeration, and ventilation account for 75 percent of all commercial electric use, and space heating, water heating, and cooking account for over 90 percent of gas use. In 2006, schools and colleges were in the top 5 facility types for electricity and gas consumption, accounting for approximately 10 percent of State’s electricity and gas use (CPUC 2011).

The CPUC and CEC have adopted the following goals to achieve zero net energy levels by 2030 in the commercial sector:

Goal 1: New construction will increasingly embrace zero net energy performance (including clean, distributed generation), reaching 100 percent penetration of new starts in 2030.

Goal 2: 50 percent of existing buildings will be retrofit to zero net energy by 2030 through achievement of deep levels of energy efficiency and with the addition of clean distributed generation.

Goal 3: Transform the commercial lighting market through technological advancement and innovative utility initiatives.

California Energy Action Plan
The 2008 Energy Action Plan Update provides a status update to the 2005 Energy Action Plan II, which is the state of California’s principal energy planning and policy document. The 2008 Update is the latest update and continues the original Energy Action Plan (adopted in 2003), describes a coordinated implementation plan for state energy policies, and identifies specific action areas to ensure that California’s energy is adequate, affordable, technologically advanced, and environmentally sound. First-priority actions to address California’s increasing energy demands are energy efficiency, demand response (i.e., reduction of customer energy 1 Zero net energy buildings are buildings where the total amount of energy used by the building on an annual basis is equal to or less than the amount of renewable energy created on the site. ■
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usage during peak periods in order to address system reliability and support the best use of energy infrastructure), and the use of renewable sources of power. If these actions are unable to satisfy the increasing energy and capacity needs, the plan supports clean and efficient fossilfuel generation.

Renewable Portfolio: Carbon Neutrality Regulations
Senate Bills 1078, 107, X1-2, and Executive Order S-14-08 The California Renewables Portfolio Standard (RPS) was established in 2002 under Senate Bill (SB) 1078 and was amended in 2006, 2011, and 2018. The RPS program requires investorowned utilities, electric service providers, and community choice aggregators to increase the use of eligible renewable energy resources to 33 percent of total procurement by 2020. Initially under the RPS, certain retail sellers of electricity were required to increase the amount of renewable energy each year by at least 1 percent and to reach at least 20 percent by December 30, 2010. Executive Order (EO) S 14 08 was signed in November 2008, which expanded the state’s Renewable Energy Standard to 33 percent renewable power by 2020. This standard was adopted by the California legislature in 2011 (SB X1-2). The CPUC is required to provide quarterly progress reports on progress toward RPS goals. This has accelerated the development of renewable energy projects throughout the state.

Clean Energy and Pollution Reduction Act
The Clean Energy and Pollution Reduction Act, commonly known by its legislative bill number SB 350, was enacted on October 7, 2015, and expands the RPS by establishing a goal of 50 percent of the total electricity sold to retail customers in California per year by December 31, 2030. In addition, this Act includes the goal to double the energy efficiency savings in electricity and natural gas final end uses (such as heating, cooling, lighting, or class of energy uses upon which an energy efficiency program is focused) of retail customers through energy conservation and efficiency. This Act also requires the CPUC, in consultation with the CEC, to establish efficiency targets for electrical and gas corporations consistent with this goal. This Act also provides for the transformation of the California Independent System Operator (CAISO) into a regional organization to promote the development of regional electricity transmission markets in the western states and to improve the access of consumers served by CAISO to those markets, pursuant to a specified process.

Senate Bill 100
On September 10, 2018, SB 100 was signed into law to replace the Clean Energy and Pollution Reduction Act (SB 350) requirements. Under SB 100, the RPS for public owned facilities and retail sellers consist of 44 percent renewable energy by 2024, 52 percent by 2027, and 60 percent by 2030. Additionally, SB 100 also established a new RPS requirement of 50 percent by 1041

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2026. Furthermore, the bill also establishes an overall State policy that eligible renewable energy resources and zero-carbon resources supply 100 percent of all retail sales of electricity to California end-use customers and 100 percent of electricity procured to serve all State agencies by December 31, 2045. Under SB 100, the State cannot increase carbon emissions elsewhere in the western grid or allow resource shuffling to achieve the 100 percent carbonfree electricity target.

The Clean Energy, Jobs, and Affordability Act of 2022
The Clean Energy, Jobs, and Affordability Act of 2022, commonly known as its legislative bill number SB 1020, was signed into law on September 16, 2022. This Act requires renewable energy and zero-carbon resources to supply 90 percent of all retail electricity sales by 2035 and 95 percent by 2040. Additionally, this Act requires all state agencies to procure 100 percent of electricity from renewable energy and zero-carbon resources by 2035.

Energy Storage
California has set ambitious long-term goals for energy storage beyond 2026 to support its clean energy and climate goals. The state aims to reach 100 percent carbon-free electricity by 2045, which will require significant investment in renewable energy sources like wind and solar, as well as energy storage technologies to balance the variability of these sources.

The California Independent System Operator has a total energy storage capacity of more than 3,160 megawatts (MW) as of June 2022 (CAISO 2022). This includes both large-scale and distributed energy storage systems, such as batteries, pumped hydroelectric storage, and thermal storage. CAISO is responsible for managing the electricity grid for much of California, and it has set a target of adding 3,300 MW of additional energy storage capacity by 2024 to support the integration of more renewable energy sources like wind and solar. As part of SB 100, load serving entities (LSE) were required to procure no less than 1.3 gigawatts (GW) of energy storage capacity by 2020, and 3 GW by 2030. Additionally, the CPUC has established a target of 15 GW of energy storage capacity by 2030 (CPUC 2022).

The Integrated Resource Plan
CAISO develops a coordinated grid management plan to integrate the generation and storage capacities of LSEs, called the Integrated Resource Plan (IRP). The IRP is a comprehensive planning document that outlines CAISO’s forecasts for electricity demand, supply, and transmission needs over a 20-year planning horizon, as well as its strategies for integrating renewable energy resources and other grid services to meet those needs. The plan is developed in collaboration with LSEs, regulators, and other stakeholders, and is updated periodically to reflect changes in the energy landscape and evolving policy goals. Overall, the IRP plays a critical role in ensuring the reliability and resilience of California’s electricity grid as the state continues to transition to a cleaner and more sustainable energy system. 1042

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When an individual battery energy storage (BES) facility or generation infrastructure (i.e., solar panels) comes online in California, it is typically included in the IRP through a process known as the Interconnection Queue. The Interconnection Queue is managed by the CAISO, which oversees the operation of the State’s electricity grid.

The Interconnection Queue
The Interconnection Queue is an application process that functions as a waiting list of proposed electricity generation and storage projects that are seeking to connect to the grid. When a new BES facility or generation infrastructure is proposed, the developer submits an application to CAISO to request an interconnection to the grid. CAISO evaluates the application to ensure that the facility meets technical and operational requirements, such as voltage regulation and frequency response, and that it can be integrated effectively into the grid.

Once the BES facility or generation infrastructure is approved by CAISO, it is assigned a point of interconnection on the grid, and its output is added to the IRP as a resource that can provide electricity and other grid services, such as frequency regulation or ramping support. The facility is then dispatched by CAISO based on its bids into the day-ahead and real-time electricity markets, and its output is used to help balance supply and demand on the grid in real-time.

Overall, the interconnection queue is an important mechanism for integrating new BES facilities and other electricity resources into the California grid, and for ensuring that the grid remains reliable and resilient as the state continues to transition to a cleaner and more sustainable energy system.

Energy-Related Regulations
Table 3.6-1, State Energy Efficiency Regulations, provides a summary list of energy-efficiency regulations in California that apply to individual development projects.

Table 3.6-1 State Energy Efficiency Regulations
Regulation Summary
Title 20 Appliance
Energy Efficiency
California’s Appliance Efficiency Regulations contain energy performance, energy design, water performance, and water design standards for appliances (including refrigerators, ice makers, vending machines, freezers, water heaters, fans, boilers, washing machines, dryers, air conditioners, pool equipment, and plumbing fittings) that are sold or offered for sale in California (California Code of Regulations [CCR] Title 20, Parts 1600–1608). These standards are updated regularly to allow consideration of new energy efficiency technologies and methods (CEC 2017).
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Table 3.6-1 State Energy Efficiency Regulations
Regulation Summary
24 CCR Part 6, Building
Energy Efficiency
Standards
The California Energy Code establishes statewide energy efficiency CCR. Energy conservation standards for new residential and non-residential buildings were adopted by the California Energy Resources Conservation and Development Commission (now the CEC) in June 1977 and most recently updated in 2024 (24 CCR Part 6). Title 24, Part 6 requires the design of building shells and building components to conserve energy. The standards are updated periodically to allow for consideration and possible incorporation of new energy efficiency technologies and methods.

The CEC adopted the 2025 Building Energy Efficiency Standards on . These
standards build on the 2022 Code by expanding requirements for energy-efficient electric heat pumps, electric-ready buildings, updated photovoltaic (PV) and battery storage provisions, and stronger ventilation standards to further improve energy efficiency and indoor air quality (CEC 2024).
24 CCR Part 11, Green
Building Standards
On July 17, 2008, the California Building Standards Commission adopted the nation’s first green building standards. The California Green Building Standards Code (24 CCR, Part 11, known as “CALGreen”) was adopted as part of the California Building Standards Code. It includes mandatory requirements for new residential and nonresidential buildings throughout California. CALGreen is intended to (1) reduce GHG emissions from buildings; (2) promote environmentally responsible, cost-effective, healthier places to live and work; (3) reduce energy and water consumption; and (4) respond to the directives by the Governor. The mandatory provisions of CALGreen became effective January 1, 2011.

Overall, the code is established to reduce construction waste, make buildings more efficient in the use of materials and energy, and reduce environmental impact during and after construction. CALGreen contains requirements for construction site selection, stormwater control during construction, construction waste reduction, indoor water use reduction, material selection, natural resource conservation, site irrigation conservation, and more. The code provides for design options allowing the designer to determine how best to achieve compliance for a given site or building condition. The code also requires building commissioning, which is a process for verifying that all building systems (e.g., heating and requirements for new and renovated buildings, and is codified in Title 24, Part 6 of the
September 11, 2024, which were approved by the California Building Standards Commission and became effective January 1, 2026 1044

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Regulation Summary
cooling equipment and lighting systems) are functioning at their maximum efficiency (24 CCR Part 11).

The CEC adopted the final code language for the 2025 CALGreen standards on September 11, 2024. The 2025 CALGreen standards replaced the 2022 CALGreen and became effective on January 1, 2026.

Assembly Bill 1493
(Pavley Law)
California vehicle GHG emission standards were enacted under Assembly Bill (AB) 1493 (Pavley I). Pavley I is a clean-car standard that reduces GHG emissions from new passenger vehicles (light-duty auto to medium-duty vehicles) from 2009 through 2016 and is anticipated to reduce GHG emissions from new passenger vehicles by 30 percent in 2016. California implements the Pavley I standards through a waiver granted to California by the EPA. In 2012, the EPA issued a Final Rulemaking that sets even more stringent fuel economy and GHG emissions standards for model year 2017 through 2025 light-duty vehicles (see also the discussion on the update to the CAFE standards under Federal, above). In January 2012, the California Air Resources Board (CARB) approved the Pavley Advanced Clean Cars program (formerly known as Pavley II) for model years 2017 through 2025. The program combines the control of smog, soot, and global warming gases and requirements for greater numbers of zeroemission vehicles into a single package of standards. Under California’s Advanced Clean Car program, by 2025, new automobiles will have emitted 34 percent fewer global warming gases and 75 percent fewer smogforming emissions (CARB 2017). 13 CCR Chapter 9, Article

4.8, Section 2449
Section 2449 of the CCR, Title 13, Chapter 9, Article 4.8 was adopted on May 2, 2008, and limits non-essential idling of fleets to no more than five consecutive minutes at any location. This idling restriction applies to all vehicles in California with a diesel-fueled or alternative diesel-fueled offroad engine, unless a waiver provides sufficient justification that such idling is necessary.

Advanced Clean Cars II On September 23, 2020, EO N-79-20 was issued, which sets a time frame for the transition to zero-emission (ZE) passenger vehicles and trucks in addition to off-road equipment. It directs CARB to develop and propose the following:

Passenger vehicle and truck regulations requiring increasing volumes of new zero-emission vehicles (ZEV) sold in California toward the target of 100 percent of in-state sales by 2035.

Medium- and heavy-duty vehicle regulations requiring increasing volumes of new ZE trucks and buses sold and operated in California toward the target of 100 percent of the fleet transitioning to ZEVs by 2045 everywhere feasible, and for all drayage trucks to be ZE by 2035. ■
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Regulation Summary
Strategies to achieve 100 percent zero emissions from all off-road vehicles and equipment operations in California by 2035, in cooperation with other State agencies, the EPA, and local air districts.

On August 25, 2022, CARB adopted the Advanced Clean Cars II regulations that codify the EO goal of 100 percent of in-state sales of new passenger vehicles and trucks be ZE by 2035. Starting in year 2026, Advanced Clean Cars II requires that 35 percent of new vehicles sold be ZE or plug-in hybrids, which is still in effect at the time of this writing.

Advanced Clean Trucks In March 2021, CARB approved the Advanced Clean Trucks (ACT) regulation to accelerate the transition to zero-emission Class 2b and Class 8 medium- and heavy-duty trucks through manufacturer sales requirements. The regulation has two components including a manufacturer sales requirement, and a reporting requirement:

ZE Truck Sales: Manufacturers who certify Class 2b through 8 chassis or complete vehicles with combustion engines are required to sell ZE trucks as an increasing percentage of their annual California sales from 2024 to 2035. By 2035, ZE truck/chassis sales need to be 55 percent of Classes 2b to 3 truck sales, 75 percent of Classes 4 to 8 straight truck sales, and 40 percent of truck tractor sales.

Company and Fleet Reporting: Large employers including retailers, manufacturers, brokers and others would be required to report information about shipments and shuttle services. Fleet owners, with 50 or more trucks, would be required to report about their existing fleet operations. This information would help identify future strategies to ensure that fleets purchase available ZE trucks and place them in service where suitable to meet their needs.

The ACT regulation was granted a separate waiver in 2023 by the Biden administration. On May 22, 2025, the U.S. Senate voted to revoke the waiver granted by the Biden administration for California’s ACT rule through House Joint (H.J.) Resolution 87. On June 12, 2025, President Trump formally nullified California’s ACT rule. California currently has no authority to implement ACT.

Advanced Clean Fleets In April 2023, CARB released the Advanced Clean Fleets (ACF) regulation to accelerate the transition to zero-emission medium- and heavy-duty vehicles (CARB 2025). In conjunction with the Advanced Clean Trucks regulation, the ACF regulations helps to ensure that medium- and heavyduty ZEVs are brought to the market, by requiring certain fleets to purchase ZEVs. The ACF ZEV phase-in approach which provides initial focus where the best fleet electrification opportunities exist, sets clear targets for regulated fleets to make a full conversion to ZEVs, and creates a ■
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Regulation Summary
catalyst to accelerate development of a heavy-duty public infrastructure network.

The ACF regulations cover four main elements:

Manufacturer sales mandate. Manufacturers may sell only zeroemission medium- and heavy-duty vehicles starting in 2036.

Drayage fleets. 2 Beginning January 1, 2024, trucks must be registered in the CARB Online System to conduct drayage activities in California.

Non-zero-emission “legacy” drayage trucks may register in the CARB Online System through December 31, 2023. Legacy drayage trucks can continue to operate through their minimum useful life. Beginning January 1, 2024, only zero-emission drayage trucks may register in the CARB Online System. All drayage trucks entering seaports and intermodal railyards would be required to be zero-emission by 2035.

High priority and federal fleets. High priority and federal fleets must comply with the Model Year Schedule or may elect to use the optional ZEV Milestones Option to phase in ZEVs into their fleets: o Model Year Schedule: Fleets must purchase only ZEVs beginning 2024 and, starting January 1, 2025, must remove internal combustion engine vehicles at the end of their useful life as specified in the regulation. o ZEV Milestones Option (Optional): Instead of the Model Year Schedule, fleets may elect to meet ZEV targets as a percentage of the total fleet starting with vehicle types that are most suitable for electrification.

State and local agencies. State and local government fleets, including city, county, special district, and State agency fleets, would be required to ensure 50 percent of vehicle purchases are ZE beginning in 2024 and 100 percent of vehicle purchases are ZE by 2027. Small government fleets (10 or fewer vehicles) and those in designated counties would start their ZEV purchases beginning in 2027.

Alternately, State and local government fleet owners may elect to meet ZEV targets using the ZEV Milestones Option. State and local government fleets may purchase either ZEVs or near-ZEVs, or a combination of ZEVs and near-ZEVs, until 2035. Starting in 2035, only ZEVs will meet the requirements. 2
Drayage trucks are in-use class 7 and 8 on-road vehicles that transport containers and bulk goods to and from seaports and intermodal railyards. Land ports of entry, which provide controlled entry to or departure from the United States, are not considered seaports or intermodal railyards. ■
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Table 3.6-1 State Energy Efficiency Regulations
Regulation Summary
The ACF regulations would also establish requirements that transform the medium- and heavy-duty vehicle sector and demonstrate independent utility through achievement of the following objectives:

Achieve criteria and GHG emissions reductions consistent with the goals identified in the State Implementation Plan Strategy and Scoping Plan.

Provide emissions reductions in disadvantaged communities, thereby supporting the implementation of AB 617 (Garcia, C., Chapter 136, Statutes of 2017).

Support the goals of EO N-79-20 which calls for accelerated ZEV deployment with these targets: o 100 percent ZE drayage by 2035 o 100 percent ZE trucks and buses where feasible by 2045 Ensure requirements, such as ZEV deployment schedules and related infrastructure build-out, are technologically feasible, cost-effective, and support market conditions.

Lead the transition away from petroleum fuels and towards electric drivetrains.

Contribute to achieving carbon neutrality in California pursuant to SB 100 and in accordance with EO B-55-18.

Mindfully set requirements to allow time for public ZE infrastructure buildout for smaller fleets or for regional haul applications who would be reliant on a regional network of public chargers.

Ensure manufacturers and fleets work together to place ZEVs in service suitably and successfully as market expands.

Establish a fair and level playing field among fleet owners.

Craft projects in a way that ensures institutional capacity for CARB to manage, implement, and enforce requirements.

As of this writing, the ACF remains in effect; however, the Drayage Fleet and High-Priority Private Fleet rules may not be enforceable unless the State’s Clean Air Act Waiver is resubmitted to and approved by the EPA.

Small Off-Road Engine
Regulations
Small Off-Road Engines (SORE) Regulation applies to spark-ignition engines rated at or below 19 kilowatts (25 horsepower), including lawn and garden, industrial, logging, airport ground support, and commercial utility equipment, golf carts, and specialty vehicles. CARB’s SORE Regulation, last amended in December 2021, establishes new emission standards starting with the 2024 model year of zero grams of exhaust and ■
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Table 3.6-1 State Energy Efficiency Regulations
Regulation Summary
evaporative emissions per kilowatt-hour, effectively requiring zero- emission or electric engines for those subject to the SORE Regulation.

LOCAL
City of Ontario 2022 Community Climate Action Plan
The City of Ontario adopted a Community Climate Action Plan (CCAP) in August 2022. The purpose of the CCAP is to implement a plan to reduce GHG emissions to achieve SB 32 emission reduction targets by year 2030 and additional reductions beyond year 2030. The CCAP is an update to the 2014 Community Climate Action Plan and provides an updated emissions inventory, emissions forecast, and reduction strategy analysis. The CCAP is consistent with Section 15183.5 of the CEQA Guidelines through 2030 because the emissions reductions demonstrated therein are consistent with statewide 2030 reduction targets; however, the CCAP’s post-2030 reduction targets predate and are not aligned with the State’s current 2045 emission reduction targets and carbon neutrality goal (Ontario 2022). The CCAP provides a strategic roadmap for reducing GHG emissions generated in Ontario through measures that include improving energy efficiency, reducing nonrenewable energy consumption, and promoting the consumption of renewable energy.

City of Ontario Municipal Code
The City’s municipal code is organized by volume, title, chapter, and article. The following regulations relate to energy impacts.

Volume II, Title 8, Building Regulations, adopts the 2022 California Building Code.

Volume II, Title 8, Chapter 9, Electric Vehicle Charging Stations, provides requirements for electric vehicle charging stations as well as expedited permit review and inspection requirements by the Building Department.

Volume II, Title 8, Chapter 10, Energy Code, adopts the 2022 California Energy Code. ■
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3.6.2 Existing Conditions

POLICY PLAN AMENDMENT
Electricity
The plan area is in Southern California Edison’s (SCE) service area, which spans much of southern California from Orange and Riverside counties on the south to Santa Barbara County on the west to Mono County on the north (SCE 2025). Total electricity demand in the SCE service area for the county was 16.206 billion kWh for 2024 (CEC 2025a).

Sources of electricity sold by SCE in 2023 were (CEC 2025b):

37.6 percent eligible renewable resources:

0.1 percent biomass and biowaste

5.2 percent geothermal

0.7 percent small hydroelectric

19.8 percent solar

11.7 percent wind

13.5 percent eligible carbon-free resources:

4.5 percent large hydroelectric

9.1 percent nuclear

48.8 percent non-RPS eligible resources:
0 percent coal
20 percent natural gas

0.1 percent other

28.8 percent unspecified power (i.e., not traceable to specific sources) Natural Gas
The Southern California Gas Company (SoCalGas) provides natural gas to the City of Ontario.

SoCalGas’ service area spans much of the southern half of California, from Imperial County on the southeast to San Luis Obispo County on the northwest, to part of Fresno County on the north, to Riverside County and most of San Bernardino County on the east (CEC 2022). Total natural gas consumption in SoCalGas’s service area for the county was approximately 547.2 million therms in 2024 (CEC 2025c).
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Transportation Fuels
California is one of the top consumers of fuel for transportation. The CEC produces a California Annual Retail Fuel Outlet Report every year, which is a compilation of gasoline and diesel fuel sales across the state, available at the county level. According to the CEC, San Bernardino County fuel sales totaled an estimated 920 million gallons of gasoline and 390 million gallons of diesel fuel in 2024 (CEC 2025d).

SPECIFIC PLAN
Electricity
Electrical service to the Specific Plan area is provided by SCE. Existing power poles are located adjacent to the Specific Plan area along Eucalyptus Avenue and on the east side of Walker Avenue, and within the Specific Plan boundary along Grove Avenue, and Bon View Avenue.

Natural Gas
SoCalGas provides gas service to the Specific Plan area. Gas lines currently exist in Eucalyptus Avenue (3 inch and 12 inch), Bon View Avenue (2 inch and 12 inch), Grove Avenue (4 inch), and Walker Avenue (2 inch).

Transportation Fuels
Diesel fuel is supplied by a number of existing industrial fuel providers serving the region.

3.6.3 Standards for Analysis

SIGNIFICANCE CRITERIA
Appendix G, “Environmental Checklist Form,” of the California Environmental Quality Act (CEQA) Guidelines states that the proposed project would result in a significant impact related to energy if it would:
a) Result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources during project construction or operation.
b) Conflict with or obstruct a state or local plan for renewable energy or energy efficiency.

To determine whether the proposed project would result in wasteful, inefficient, or unnecessary consumption of energy resources, this analysis utilizes the guidance provided in Appendix F, 1051

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Energy Conservation, of the CEQA Guidelines as well as the analytical precedent set by League to Save Lake Tahoe Mountain etc. v. County of Placer (2022) (75 Cal.App.5th 63, 164–168).

Based on CEQA Guidelines Appendix F, Energy Conservation, to ensure energy implications are considered in project decisions, CEQA identifies that EIRs include a discussion of the potential impacts of proposed projects, with particular emphasis on avoiding or reducing wasteful, unnecessary, or inefficient use of energy resources as applicable. Environmental effects may include the proposed project’s energy requirements and its energy use efficiencies by amount and fuel type during demolition, construction, and operation; the effects of the proposed project on local and regional energy supplies; the effects of the proposed project on peak and base period demands for electricity and other forms of energy; the degree to which the proposed project complies with existing energy standards; the effects of the proposed project on energy resources; and the proposed project’s projected transportation energy use requirements and its overall use of efficient transportation alternatives, if applicable.

To assist in analyzing whether the proposed project’s energy consumption is considered wasteful, inefficient, or unnecessary, the following energy conservation goals from Appendix F of the CEQA Guidelines are used:

Decrease overall per capita energy consumption.

Decrease reliance on fossil fuels such as coal, natural gas, and oil.

Increase reliance on renewable energy sources.

It is important to note that these energy conservation goals are not used herein as bright-line significance thresholds but as an informative guide in assessing whether the proposed project could result in a potentially significant energy impact. In other words, even though a project may result in an increase in per capita energy consumption, that does not necessarily mean that the project would result in wasteful, inefficient, or unnecessary energy consumption because the consumption of energy alone does not constitute the wasteful, inefficient, or unnecessary use of energy resources. Therefore, this analysis focuses on whether the use of that energy resource is carried out in a wasteful, inefficient, or unnecessary manner in the context of the Appendix F energy conservation goals and explores whether mitigation may be warranted to ensure that the use of energy resources is not considered wasteful, inefficient, or unnecessary.

METHODOLOGY
Policy Plan Amendment
Community Emissions
The provided energy and fuel usage information for the proposed project is based on the following.
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Energy (Natural Gas and Electricity): Energy use for residential and nonresidential land uses in the plan area were estimated based on the energy forecast without state actions conducted for the emissions inventory for the Community Climate Action Plan (2022).

Forecasts for the proposed project were adjusted for increases in dwelling units for residential energy usage and non-residential square footage for non-residential energy usage in the city.

On-Road Fuel Use: Fuel use was based on origin-destination method VMT provided by Fehr & Peers and modeled using CARB’s EMFAC2021 V.1.0.2 web database for calendar year 2050 emission rates.

Specific Plan
CalEEMod
Information from the CalEEMod Version 2022.1 outputs from the EBPSP Air Quality Technical Study was utilized in this analysis, detailing project-related construction equipment, transportation energy demands, and facility energy demands (Appendix C5).

Emission Factors Model
On May 2, 2022, the EPA approved the 2021 version of the EMissions FACtor model (EMFAC2021) web database for use in State Implementation Plan and transportation conformity analyses. EMFAC2021 is a mathematical model that was developed to calculate emission rates, fuel consumption, VMT from motor vehicles that operate on highways, freeways, and local roads in California and is commonly used by CARB to project changes in future emissions from on-road mobile sources. On November 21, 2025, the EPA approved the use of EMFAC 2021 offmodel adjustment factors. These adjustment factors remove the estimated emission benefits that were attributed to California’s Advanced Clean Trucks, Zero-Emission Airport Shuttle, Heavy-Duty Vehicle and Engine Emission Warranty and Maintenance Provisions, and Heavy Duty Omnibus regulations from EMFAC 2021. Because the preemption waivers for these regulations no longer have effect, these regulations are no longer enforceable. Any effects on fuel efficiency are unknown and unquantifiable at this time.

The EBPSP Energy Study utilizes the different fuel types for each vehicle class from the annual EMFAC2021 emission inventory in order to derive the average vehicle fuel economy which is then used to determine the estimated annual fuel consumption associated with vehicle usage during construction and operational activities. For purposes of analysis, the 2027 through 2029 analysis years were utilized to determine the average vehicle fuel economy (Appendix C5). ■
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3.6.4 Relevant New and Modified General Plan Policies
There are no applicable policy changes.

3.6.5 Environmental Impacts
2022 Certified EIR
The 2022 Certified EIR identified that the approved project would not result in potentially significant environmental impacts due to wasteful, inefficient, or unnecessary consumption of energy resources during project construction or operation. The approved project includes policies related to land use and transportation planning and design, energy efficiency, public and active transit, and renewable energy generation that minimize building and transportationrelated energy demands overall and demands on nonrenewable sources of energy.

The 2022 Certified EIR identified that implementation of the approved project would not conflict with or obstruct a state or local plan for renewable energy or energy efficiency. The approved project includes an Environmental Resources Element and Safety Element that supports the statewide goal of transitioning the electricity grid to renewable sources and employ best practices regarding energy-saving standards.

Proposed Project
a) Would the project result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources during project construction or operation?
The 2022 Certified EIR identified that the approved project would not result in potentially significant environmental impacts due to wasteful, inefficient, or unnecessary consumption of energy resources during project construction or operation.

CONSTRUCTION ENERGY USE
Policy Plan Amendment
Development projects constructed under the proposed project would create temporary demand for electricity. Natural gas is not generally required to power construction equipment, and its use is not anticipated during construction phases. Electricity use would fluctuate according to the phase of construction. Additionally, it is anticipated that most electric-powered 1054

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construction equipment would be hand tools (e.g., power drills, table saws, compressors) and lighting, which would use minimal electricity during construction activities.

Construction of development projects facilitated by the proposed project would also temporarily increase demands for energy associated with transportation fuels. Transportation energy use depends on the type and number of trips, VMT, fuel efficiency of vehicles, and travel mode. Energy use during construction would come from the transport and use of construction equipment, delivery vehicles and haul trucks, and construction employee vehicles that would use diesel or gasoline fuel. The use of energy resources by these vehicles would fluctuate according to the phase of construction and would be temporary. It is anticipated that most offroad construction equipment, such as those used during demolition and grading, would be gasoline or diesel powered. In addition, operation of construction equipment would cease upon completion of construction for individual development projects. Moreover, the construction contractors would be required to minimize nonessential idling of construction equipment during construction in accordance with the CCR Title 13, Chapter 9, Article 4.8, Section 2449. Such required practices would limit wasteful and unnecessary energy consumption.

Overall, the proposed project does not envision any unusual development or project characteristics that require less energy-efficient construction equipment. Construction processes would be comparable to those used at similar sites citywide and projects accommodated under the approved project. The proposed project would not result in new or a substantial increase in magnitude of impacts compared to that of the approved project and impacts identified in the 2022 Certified EIR. Accordingly, the proposed project would not result in wasteful, inefficient, or unnecessary consumption of fuel use during construction. Impacts would be less than significant. Policy Plan Amendment Significance without Mitigation: Less than significant.

Specific Plan
Electricity Usage
The total construction electricity usage is the summation of the products of the power cost by the utility provider cost per kWh of electricity. Total electricity usage from on-site EBPSP construction-related activities is estimated to be approximately 886,886 kWh.

Equipment Fuel Consumption
Fuel consumed by construction equipment would be the primary energy resource expended over the course of construction associated with EBPSP. Construction activities would consume an estimated total of 311,914 gallons of diesel fuel.
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Worker Fuel Estimates
It is assumed that 50 percent of all worker trips are from light-duty-auto vehicles (LDA), 25 percent are from light-duty-trucks (LDT13
), and 25 percent are from light-duty-trucks (LDT24).

Approximately 269,810 gallons of fuel would be consumed related to construction worker trips during full construction.

Vendor and Hauling Fuel Estimates
It is assumed that 50 percent of all vendor trips are from medium-heavy-duty trucks (MHDT) and 50 percent of vendor trips are from heavy-heavy-duty trucks (HHDT). All hauling trips were assumed to be performed by HHDT vehicles. Approximately 214,130 gallons of fuel would be consumed related to construction vendor and hauling trips during full construction.

Construction Energy Efficiency/Conservation Measures
Starting in 2014, CARB adopted the nation’s first regulation aimed at cleaning up off-road construction equipment such as bulldozers, graders, and backhoes. These requirements ensure fleets gradually turn over the oldest and dirtiest equipment to newer, cleaner models and prevent fleets from adding older, dirtier equipment. Therefore, the equipment used for EBPSP construction would conform to CARB regulations and California emissions standards. It should also be noted that there are no unusual characteristics or construction processes that would require the use of equipment that would be more energy intensive than is used for comparable activities or equipment that would not conform to current emissions standards (and related fuel efficiencies). Equipment employed in the construction of the EBPSP would therefore not result in wasteful, inefficient, or unnecessary consumption of fuel.

Construction contractors would be required to comply with applicable CARB regulation regarding retrofitting, repowering, or replacement of diesel off-road construction equipment.

Additionally, CARB has adopted the Airborne Toxic Control Measure to limit heavy-duty diesel motor vehicle idling in order to reduce public exposure to diesel particulate matter and other toxic air contaminants. Compliance with anti-idling and emissions regulations would result in a more efficient use of construction-related energy and the minimization or elimination of wasteful or unnecessary consumption of energy. Idling restrictions and the use of newer engines and equipment would result in less fuel combustion and energy consumption.

Additional construction-source energy efficiencies would occur due to required California regulations and best available control measures (BACM). For example, 13 CCR 3 Vehicles under the LDT1 category have a gross vehicle weight rating (GVWR) of less than 6,000 lbs. and equivalent test weight (ETW) of less than or equal to 3,750 lbs. 4 Vehicles under the LDT2 category have a GVWR of less than 6,000 lbs. and ETW between 3,751 lbs. and 5,750 lbs. 1056

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Section 2449(d)(3), Idling, limits idling times of construction vehicles to no more than 5 minutes, precluding unnecessary and wasteful consumption of fuel due to unproductive idling of construction equipment. Section 2449(d)(3) requires that grading plans reference the requirement that a sign shall be posted on-site stating that construction workers need to shut off engines at or before 5 minutes of idling. Enforcement of idling limitations is realized through periodic site inspections conducted by City building officials and/or in response to citizen complaints.

In general, commercial construction processes promote conservation and efficient use of energy by reducing raw materials demands, with related reduction in energy demands associated with raw materials extraction, transportation, processing, and refinement. Use of materials in bulk for large-scale projects reduces energy demands associated with preparation and transport of construction materials as well as the transport and disposal of construction waste and solid waste in general, with corollary reduced demands on area landfill capacities and energy consumed by waste transport and landfill operations.

Summary
EBPSP land uses would be designed and constructed in accordance with the City’s latest adopted energy efficiency standards, which are based on the CCR Title 24 energy efficiency standards (Part 6 and Part 11 of the California Building Standards Code). Title 24 standards include a broad set of energy conservation requirements that apply to the structural, mechanical, electrical, and plumbing systems in a building.

Due to the temporary nature of construction and the financial incentives for developers and contractors to use energy-consuming resources in an efficient manner, the construction phase would not result in wasteful, inefficient, or unnecessary consumption of energy. Accordingly, the EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR. Therefore, impacts would be less than significant. Specific Plan Significance without Mitigation: Less than significant.

Impact ENE-1: The proposed project would not result in significant impacts due to wasteful, inefficient, or unnecessary consumption of energy resources, during construction.

Mitigation Measures
Mitigation Measures from the 2022 Certified EIR
The 2022 Certified EIR did not identify significant energy impacts and therefore no mitigation measures were identified in the 2022 Certified EIR.
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New Mitigation Measures
Impacts are less than significant and mitigation measures are not required.

OPERATION ENERGY USE
Policy Plan Amendment
Operation of potential future development accommodated under the proposed project would create additional demands for energy resources compared to existing conditions. Operational use of electricity and heating fuels (e.g., natural gas) would include heating, cooling, and ventilation of buildings; water heating; operation of electrical systems; use of on-site equipment and appliances; lighting; and charging electric vehicles. Land uses accommodated under the proposed project would also result in additional demands for transportation fuels (e.g., gasoline, diesel, compressed natural gas, and electricity) associated with on-road vehicles.

Nontransportation Energy
Electrical service to future individual development projects in the City would be provided by SCE through connections to existing off-site electrical lines and new on-site infrastructure. As shown in Table 3.6-2, Year 2050 Policy Plan Amendment Forecast Electricity Consumption, by horizon year 2050, electricity use in the Ontario under the proposed project is estimated to increase by 92,312,370 kWh/year, or approximately 3 percent, compared to the approved project.

Table 3.6-2 Year 2050 Policy Plan Amendment Forecast Electricity Consumption Area
Electricity Usage (kWh per Year)
Current TOP1 Policy Plan
Amendment2 Net Change
Residential 815,532,580 860,880,738 45,348,158
Nonresidential 2,858,631,210 2,905,595,423 46,964,213
Total 3,674,163,790 3,766,476,160 92,312,370
Source: Appendix C1.

1. Electricity usage based on emissions inventory from Community Climate Action Plan (2022), excludes State actions.

2. Residential and nonresidential energy forecasts are adjusted for increases in dwelling units and increases in nonresidential square footage in the plan area. Forecasts do not account for reductions due to increase in energy efficiency from compliance with future Building Energy Efficiency Standards and updates to CALGreen.

As shown in Table 3.6-3, Year 2050 Policy Plan Amendment Forecast Natural Gas Consumption, natural gas use under the proposed project would increase by 3,416,970 therms annually, or approximately 3 percent, compared to the approved project. While the electricity and natural gas demand would both slightly increase for the City compared to the estimates for the 1058

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approved project, developments accommodated under the proposed project would continue to be required to comply with the current and future updates to the Building Energy Efficiency Standards and CALGreen, which would contribute to reducing the energy demands shown in the table. New and replacement buildings in compliance with these standards would generally have greater energy efficiency than existing buildings. It is anticipated that each update to the Building Energy Efficiency Standards and CALGreen would result in greater building energy efficiency and move closer to buildings achieving zero net energy.

Table 3.6-3 Year 2050 Policy Plan Amendment Forecast Natural Gas Consumption Area
Natural Gas Usage (Therms per Year)
Current TOP1 Policy Plan
Amendment2 Net Change
Residential 43,659,430 46,087,138 2,427,708
Nonresidential 60,214,690 61,203,952 989,262
Total 103,874,120 107,291,090 3,416,970
Source: Appendix C1.

1. Natural gas usage based on emissions inventory from Community Climate Action Plan (2022).

In addition to the Building Energy Efficiency Standards and CALGreen, the Policy Plan Amendment includes various goals and policies to increase energy efficiency and reduce wasteful, inefficient, and unnecessary use of energy resources. The Environmental Resources (ER) Element policies ER-3.1 and ER-3.6 would promote applicable energy-saving standards and the use of renewable energy sources (e.g., solar, wind, biomass) in public and private sector development. Policies ER-3.2 and ER-3.4 would encourage implementation of the LEED Neighborhood Development rating system in new communities and LEED Silver Certification for certain new and substantially renovated City buildings. Policy ER-3.3 would require energyefficient building and site design strategies for future development projects. Encouraging sustainable and energy-efficient building practices and using more renewable energy strategies will further reduce energy consumption in the city and move closer to achieving zero net energy.

Transportation Energy
The growth accommodated under the proposed project would consume transportation energy from the use of motor vehicles (e.g., gasoline, diesel, compressed natural gas, and electricity).

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change in VMT, fuel usage, and fuel efficiency under forecast year 2050 of the proposed project compared to the conditions under the approved project.

Table 3.6-4 Policy Plan Amendment Operation-Related Annual Fuel Usage Fuel Type Current TOP
Policy Plan
Amendment
Net Change from
Current TOP
Gasoline
VMT1 3,849,391,590 3,948,781,246 99,389,657
Gallons 118,829,803 121,916,809 3,087,007
Miles per Gallon 32.39 32.39 -0.01
Diesel
VMT1355,432,627 369,475,972 14,043,345
Gallons 42,804,468 44,511,155 1,706,686
Miles per Gallon 8.30 8.30 0.00
Compressed Natural Gas
VMT116,988,288 17,667,531 679,243
Gallons 2,276,309 2,367,323 91,014
Miles Per Gallon 7.46 7.46 0.00
Electricity
VMT1554,000,244 570,519,511 16,519,267
kWh 346,693,954 358,483,671 11,789,716
Miles per kWh 1.60 1.59 -0.01
Total VMT 4,775,812,748 4,906,444,260 130,631,512
Source: EMFAC 2021 (v.1.0.2); see Appendix C1.

1. Based on daily VMT provided by Fehr & Peers. VMT per year based on a conversion of VMT x 347 days per year to account for less travel on weekends, consistent with CARB statewide GHG emissions inventory methodology (CARB 2008).

As shown in Table 3.6-4, when compared to the approved project, the proposed project would result in an overall increase in VMT for gasoline-, diesel-, compressed natural gas-, and electricity-powered vehicles. Therefore, the proposed project would result in an increase in annual VMT and fuel usage for all vehicles, primarily due to the increase in projected population growth. Fuel efficiency will be the same as the approved project, and implementation of the proposed project would not result in less efficiency in transportation fuel usage.

The overall VMT shown in the Table 3.6-4 would be primarily attributable to the increase in population compared to the approved project. Although fuel efficiency between the proposed project and the approved project would be the same, the VMT per service person (VMT/SP) would slightly increase under the proposed project (see Section 3.17, Transportation, Table 1060

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3.17-4, VMT Comparison of Policy Plan Amendment to TOP 2050). An increase in VMT/SP suggests more vehicle trips and longer trip distances as the number of residents in employees living and/or working in Ontario increases.

While VMT related to electric vehicles and electricity use are expected to increase under the proposed project compared to the approved project, improvements in electric vehicle energy efficiency are anticipated. Consistent with broader market trends and advancements in energy generation, a greater share of electricity used to power electric vehicles is anticipated to be derived from renewable sources in future years, such as onsite photovoltaic systems, community choice aggregation programs, and utility-supplied renewable electricity.

The Policy Plan Amendment also includes various policies that contribute to minimizing overall VMT, and thus fuel usage. These proposed policies focus on minimizing VMT through land use and transportation planning efforts that work in combination. The Mobility (M) Element policy M-3.3 and Land Use (LU) Element policies LU-1.4, LU-1.5, and LU-1.6, focus on situating residential development near commercial land uses to promote public transit use. Policies M2.1, M-2.2, M-2.3, and M-2.4, and Community Design (CD) Element policy CD-3.2 would promote improvements for public transportation and active transit (e.g., biking and walking) infrastructure in the City. Locating residential and nonresidential uses near one another through mixed-use development can shorten distances between homes, jobs, and amenities, reducing average vehicle trip lengths and overall VMT. These shorter distances can also encourage walking, biking, and public transit use, further minimizing VMT.

Summary
Overall, implementation of TOP 2050 policies, together with applicable federal, State, and local regulations, would ensure that energy demand from future growth is not inefficient, wasteful, or unnecessary. The proposed project would not result in new or a substantial increase in magnitude of impacts compared to the approved project and that identified in the 2022 Certified EIR. Therefore, energy impacts associated with implementation and operation of land uses accommodated under the proposed project would be less than significant. Policy Plan Amendment Significance without Mitigation: Less than significant.

Specific Plan
Transportation Energy Demands
Annual vehicular trips and related VMT generated by the operation of the EBPSP would result in a fuel demand of 4,213,944 gallons.

Fuel would be provided by current and future industrial vendors. Trip generation and VMT generated by the EBPSP are consistent with other industrial uses of similar scale and 1061

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configuration, as reflected, respectively, in the Institute of Transportation Engineers (ITE) Trip Generation Manual (11th ed.) and CalEEMod. Therefore, operations would not result in excessive and wasteful vehicle trips and VMT, nor excess and wasteful vehicle energy consumption compared to other industrial uses.

It should be noted that the State strategy for the transportation sector for medium- and heavyduty trucks is focused on making trucks more efficient and expediting truck turnover rather than reducing VMT from trucks. This is in contrast to the passenger vehicle component of the transportation sector, where both per-capita VMT reductions and an increase in vehicle efficiency would be needed to achieve the overall state emissions reductions goals.

Heavy-duty trucks involved in goods movements are generally controlled on the technology side and through fleet turnover of older trucks and engines to newer and cleaner trucks and engines. The first battery-electric heavy-heavy duty trucks are being tested this year, and South Coast Air Quality Management District (AQMD) is looking to integrate this new technology into large-scale truck operations. The following state strategies reduce GHG emissions from the medium- and heavy-duty trucks and would also contribute to reductions in transportationrelated energy consumption:

CARB’s Mobile Source Strategy focuses on reducing GHGs through the transition to zero and low emission vehicles and from medium-duty and heavy-duty trucks.

CARB’s Sustainable Freight Action Plan establishes a goal to improve freight efficiency by 25 percent by 2030, deploy over 100,000 freight vehicles and equipment capable of zero emission operation and maximize both zero and near-zero emission freight vehicles and equipment powered by renewable energy by 2030.

CARB’s Emissions Reduction Plan for Ports and Goods Movement (Goods Movement Plan) in California focuses on reducing heavy-duty truck-related emissions, fleet turnover, truck retrofits, and restriction on truck idling (CARB 2006). While the focus of Goods Movement Plan is to reduce criteria air pollutant and air toxic emissions, the strategies to reduce these pollutants would also generally have a beneficial effect in reducing GHG emissions.

CARB’s On-Road Truck and Bus Regulation (2010) requires diesel trucks and buses that operate in California to be upgraded to reduce emissions. Newer heavier trucks and buses must meet particulate matter filter requirements beginning January 1, 2012. Lighter and older heavier trucks must be replaced starting January 1, 2015. As of January 1, 2023, nearly all trucks and buses have 2010 model year engines or equivalent.

CARB’s Heavy-Duty (Tractor-Trailer) GHG Regulation requires SmartWay tractor trailers that include idle-reduction technologies, aerodynamic technologies, and low-rolling resistant tires that would reduce fuel consumption and associated GHG emissions.

Enhanced fuel economies realized pursuant to federal and state regulatory actions and the transition of vehicles to alternative energy sources (e.g., electricity, natural gas, biofuels, ■
■
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hydrogen cells) would likely decrease future gasoline fuel demands per VMT. The EBPSP’s location near regional and local road networks helps decrease VMT in the area, which in turn reduces the overall energy demand for vehicles in the region. Specifically, the EBPSP would implement sidewalks to encourage pedestrian and bicycle access, which would help reduce VMT and associated energy consumption.

Emergency Engine Fuel Demands
The EBPSP was conservatively assumed to include a total of 2 emergency fire pumps in Phase 1, 4 emergency fire pumps in Phase 2, and 5 emergency fire pumps in Phase 3. Emergency engine operation for maintenance and testing purposes would consume an estimated 2,070 gallons of diesel fuel per year at buildout.

On-Site Cargo Handling Equipment Fuel Demands
Assuming the operation of 5 pieces of equipment in Phase 1, 9 pieces of equipment in Phase 2, and 11 pieces of equipment in Phase 3, on-site operational cargo handling equipment is estimated to consume approximately 51,071 gallons of fuel per year at buildout.

Facility Energy Demands
EBPSP facility operational energy demands are estimated to result in 15,807,558 kWh per year of electricity demand, which would be supplied through rooftop solar as well as SCE. The EBPSP would not use natural gas for the building envelope. The Specific Plan proposes conventional business park uses reflecting contemporary energy efficient/energy conserving designs and operational programs. The Specific Plan does not propose uses that are inherently energy intensive, and the energy demands in total would be comparable to other industrial uses of similar scale and configuration.

The EBPSP would comply with the applicable CCR Title 24 standards. Compliance with applicable Title 24 standards ensures that the energy demands would not be wasteful, inefficient, or unnecessary.

Operational Energy Efficiency/Conservation Measures
Energy efficiency/energy conservation attributes of the EBPSP would be complemented by increasingly stringent State and federal regulatory actions addressing vehicle fuel economies and vehicle emissions standards and by enhanced building/utilities energy efficiencies mandated under California building codes (i.e., CCR Title 24).

The Specific Plan incorporates a series of measures that generally serve to reduce energy demands. As previously stated, the EBPSP would comply with CCR Title 24 Standards, which include incorporating contemporary design features such as photovoltaic systems or renewable 1063

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energy. Specifically, the EBPSP would install rooftop solar systems to offset 45 percent of electrical demands.

The EBPSP would also not result in a substantial increase in demand for transmission service, resulting in the need for new or expanded sources of energy supply or new or expanded energy delivery systems or infrastructure (other than site-adjacent and on-site connections to local utilities).

Annual fuel consumption estimates likely represent potential maximums. Under future conditions, average fuel economies of vehicles accessing the site can be expected to improve as older, less fuel-efficient vehicles are removed from circulation. Enhanced fuel economies and transition of vehicles to alternative energy sources (e.g., electricity, natural gas, biofuels, hydrogen cells) would likely decrease future gasoline fuel demands per VMT.

Summary
It is also noted that the measures to be implemented by the EBPSP pursuant to the City CCAP (see Table 3.8-12, in Section 3.8, Greenhouse Gas Emissions) would also reduce energy consumption through energy efficiency and the generation of renewable energy. Additionally, although Mitigation Measures AIR-5-SP through AIR-13-SP (see Section 3.3, Air Quality) are designed to reduce EBPSP air emissions, they would also reduce energy consumption. The Specific Plan area is surrounded by existing transportation facilities and infrastructure that would give future visitors and employees access to a mix of land uses in the area, thus further reducing fuel consumption demand.

Based on the preceding discussions, impacts would be less than significant. Accordingly, the EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR.

Specific Plan Significance without Mitigation: Less than significant.

Impact ENE-2: The proposed project would not result in significant impacts due to wasteful, inefficient, or unnecessary consumption of energy resources, during operation.

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New Mitigation Measures
Impacts are less than significant and mitigation measures are not required. b) Would the project conflict with or obstruct a state or local plan for renewable energy or energy efficiency?

CONSISTENCY WITH RENEWABLE OR ENERGY EFFICIENCY PLANS
The approved project includes an Environmental Resources Element and Safety Element that support the statewide goal of transitioning the electricity grid to renewable sources and employ best practices regarding energy-saving standards. Therefore, the 2022 Certified EIR identified that implementation of the approved project would not conflict with or obstruct a state or local plan for renewable energy or energy efficiency.

The Policy Plan Amendment’s and Specific Plan’s consistency with the California Energy Action Plan, Long-Term Energy Efficiency Strategic Plan, and the City’s CCAP are discussed separately below.

Policy Plan Amendment
Energy Action Plan
As discussed in Section 3.6.1, Regulatory Framework, the Energy Action Plan was last updated in 2008 and was developed by the CPUC, CEC, and California Power Authority to create a unified State energy policy framework. It serves as one of the State’s strategies for planning for reliable, affordable, and environmentally responsible energy procurement and supply. The Energy Action Plan further establishes a “loading order” for statewide energy planning efforts, which translates into first prioritizing meeting existing demand with cost-effective energy efficiency and demand response efforts, then using renewable energy resources and distributed generation, and finally meeting the remaining energy demand with renewable or otherwise “clean” fossil-fuel power generation resources (e.g., renewable natural gas). Other priorities identified in the Energy Action Plan but not directly related to local agencies include modernizing transmission and distribution infrastructure, enhancing reliability in electricity and natural gas markets, and ensuring affordable access to all Californians. Therefore, the proposed project can be assessed for consistency with the Energy Action Plan by examining how its policies generally support or conflict with the strategies of the plan, such as promoting energy resource deployment consistent with the plan’s loading order.

TOP 2050 includes several goals and policies that would support the continued implementation of the Energy Action Plan. For instance, Policy M-1.6, Goal M-2, and Policies M-2.1 and M-2.3 support reduced VMT and active transportation by integrating housing, jobs, and services 1065

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closely together. Policy M-2.4 further promotes mixed use development and walkable design, reducing reliance on fossil fuels for vehicular transportation. Goal ER-3 and Policy ER-3.6 promote the use of renewable energy sources (e.g., solar, wind, biomass) in public- and privatesector development, further supporting the Energy Action Plans’ loading order prioritization.

Lastly, Policy ER-3.5 requires the purchase of vehicles and equipment that are fuel efficient, aligning with the Energy Action Plan’s energy efficiency and clean energy supply objectives.

Therefore, the proposed project would be considered consistent with the Energy Action Plan strategies.

Long-Term Energy Efficiency Strategic Plan
As discussed in Section 3.6.1, Regulatory Framework, the Long-Term Energy Efficiency Strategic Plan was last updated in 2011 and serves as the State’s long-term roadmap to make energy efficiency a top priority in supporting California’s grid harmonization and renewable energy integration efforts. As discussed, its key policies include achieving a zero net energy performance for all new residential construction by 2020 and all new commercial construction by 2030. While the 2020 benchmark goal for new residential construction has passed, the goal continues to underpin the triennial updates to the California Building Standards Code. The LongTerm Energy Efficiency Strategic Plan is a living strategic document for State and local agencies and emphasizes the integration of energy-efficiency policies and measures into planning efforts as a critical component to advancing the objectives of the plan. Therefore, the proposed project can be assessed for consistency with the Long-Term Energy Efficiency Strategic Plan by examining how its policies generally support or conflict with the strategies of the plan, such as promoting compact in-fill development, green building standards, and zero net energy readiness.

TOP 2050 includes several goals and policies that would support the continued implementation of the Long-Term Energy Efficiency Strategic Plan. Goal ER-3 and Policy ER-3.1 directly advance the energy-efficiency objectives of the Long-Term Energy Efficiency Strategic Plan by highlighting the importance of conservation strategies as the preferred mechanism to meet energy needs.

Policy ER-3.3 requires new construction to incorporate energy efficient building and site design strategies, supporting the plan’s objectives for achieving zero net energy design for new residential and commercial development. Policy ER-3.6 supports the use of renewable energy sources in public and private sector development, directly advancing the plan’s objectives for integrating demand-side efficiency, distributed energy resources, and energy resiliency. Finally, Policy ER-1.3 promotes energy-efficient water use by working with regional water providers to conserve water and ensure sustainable local water supplies. Therefore, the proposed project would be considered consistent with the Long-Term Energy Efficiency Strategic Plan strategies. 1066

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Ontario CCAP
The CCAP provides a strategic roadmap for reducing GHG emissions and energy consumption generated in Ontario through measures that include improving energy efficiency, reducing nonrenewable energy consumption, and promoting the consumption of renewable energy. As identified in Table 3.6-5, Policy Plan Amendment CCAP Consistency Analysis, the proposed project would be consistent with the applicable CCAP strategies.

Table 3.6-5 Policy Plan Amendment CCAP Consistency Analysis CCAP Strategy Consistency Analysis
ENERGY
Strategy 1: Building electrification. Promote and
incentivize the phase-out of gas appliances in
new and existing homes and businesses
throughout the community to advance GHG
reductions, increase energy efficiency, and
protect public safety and environmental health.

Consistent. TOP 2050 contains various policies
related to the promotion of building
electrification. Policies ER-3.2, ER-3.6, and S-9.2
support building electrification and encourage
sustainable development by promoting the use of
LEED Neighborhood Development rating systems
and renewable energy sources (e.g., solar, wind,
biomass) in public and private sector
development. Moreover, future development
under the proposed project would be required to
be constructed in accordance with State and City
building codes current at the time, which include
provisions that support building electrification
through electric readiness design requirements.

Strategy 2: Onsite solar energy for existing
residential development. Continue to support
and facilitate installation of rooftop solar
photovoltaic and onsite solar energy systems in
existing residential development.

Consistent. TOP 2050 contains a policy related to
the promotion of on-site solar installations for
existing homes, particularly for resilience during
power outages.

Policy S-9.1 would encourage and incentivize the
installation of residential solar panels and battery
storage systems that can provide electricity
during power outages. Additionally, per the City’s
Municipal Code, Chapter 8, “Small Residential
Rooftop Solar Energy Systems,” the City provides
an expedited permit review and streamlined
inspection requirements for residential rooftop
solar installations.

Strategy 3: Onsite Solar Energy Systems for
Nonresidential Development. Ensure new large
non-residential development, including City
facilities, includes onsite renewable energy to
Consistent. TOP 2050 contains policies related to
the promotion of on-site solar installations for
nonresidential development.
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support the site's energy needs by requiring solar
photovoltaic panels or other appropriate onsite
renewable energy generation systems for the
following types of projects:

New commercial and office buildings, or
existing commercial and office building
expansions greater or equal to 45,000 square
feet in size.

New industrial or existing industrial buildings
expansions greater or equal to 100,000 square
feet in size.

Policies ER-3.3 and ER-3.6 aim to incorporate
technologies and best practices in building design
that reduce the burning of fossil fuels by
providing alternative energy sources, including
passive and active solar. Policy S-9.1 would
encourage and incentivize the installation of
commercial solar panels and battery storage
systems that can provide electricity during power
outages. Moreover, future development under
the proposed project would be required to be
constructed in accordance with State and City
building codes current at the time. Compliance
with the California Energy Code (24 CCR Part 6)
would ensure solar photovoltaic systems are
installed for most new nonresidential
development or require improved energy
efficiency and design performance to offset its
omission.

Strategy 4: Green Roofs. Promote and incentivize
residents and business owners to install green
roofs to conserve energy and reduce surface
water runoff.

Consistent. TOP 2050 contains policies ER-1.6,
ER-3.2, and ER-3.4, which promote sustainable
building design and low impact development
strategies through compliance with the LEED
Neighborhood Development rating system and
the LEED Silver Certification standard for new
development, which provide scoring options for
including green roofs.

Strategy 5: Urban Cooling. Maintain and expand
the City's existing tree canopy, with a goal of
planting 500 trees annually through 2050 and
promote the use of pervious concrete and cool
pavement for pavement projects.

Consistent. TOP 2050 contains policies related to
planting trees and the implementation of
pervious surfaces. Policies ER-4.8, CD-1.5, and
CD-2.5 aim to protect healthy trees and expand
the tree canopy in environmental justice areas to
enhance air quality and reduce the “heat island”
effect. Policy CD-2.10 would require all
development to minimize the visual impact of
parking areas in a safe and environmentally
sensitive manner, which could include shade
trees and pervious surfaces.

Additionally, the City’s Municipal Code, Chapter 2,
“Parkway Trees,” provides provisions related to
preservation, maintenance, and removal of
parkway trees.
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Strategy 6: Energy efficiency retrofits for lowincome households. Promote and incentivize voluntary energy efficiency retrofits of homes to
reduce natural gas and electricity usage, with the
goal of retrofitting 9,000 low-income homes by
2050. Partner with community services agencies
to fund energy efficiency projects, including
heating, ventilation, air conditioning, indoor
lighting, water heating equipment, insulation, and
weatherization for low-income residents.

Consistent. TOP 2050 contains policies that would
support energy efficient practices and renewable
energy systems. Policy S-9.1 would encourage and
incentivize the installation of residential solar
panels and battery storage systems that can
provide electricity during power outages. Policy
S-9.3 would support and provide incentives for
energy-efficient retrofits in residential buildings,
prioritizing low-income applicants.

Strategy 7: Energy efficiency retrofits. Promote
and incentivize voluntary energy efficiency
retrofits to reduce natural gas and electricity
usage. Partner with regional agencies to expand
access to existing energy efficiency and
conservation opportunities, incentives, and
technical assistance for residents and businesses.

Consistent. TOP 2050 contains Policy S-9.3, which
would support and provide incentives for energyefficient retrofits in residential buildings, prioritizing low-income applicants.

Strategy 8: Smart Growth and Infill. Encourage
revitalization of neighborhoods through higherdensity, mixed-use, infill development and creative reuse of underutilized sites within the
urban core.

Consistent. TOP 2050 contains various policies to
support higher density and mixed-use
development in underutilized public and private
spaces. Policies LU-1.6, LU-4.4, M-1.4, and M-2.4
promote mixed use and transit-oriented
development, along with enhancements to
pedestrian and bicycle connectivity in
underutilized spaces.

TRANSPORTATION
Strategy 9: Transit-Oriented Development.

Encourage development of compact, mixed-use,
and transit-oriented development to improve the
regional jobs-housing balance, especially on
corridors served by high-ridership transit and bus
rapid transit, such as Holt Avenue.

Consistent. TOP 2050 contains various policies to
support compact and mixed-use development to
improve regional jobs-housing balance. Policies
CD-3.3, ER-4.1, ER-4.5, LU-1.6, LU-4.4, M-1.4,
M-2.4, and M-3.1 through M-3.11 promote
mixed-use and transit-oriented development
while encouraging proactive partnerships with
transit providers to ensure adequate public
transit service for residents in environmental
justice areas.

Strategy 10: Increase Transportation Ridership.

Ensure a reliable and responsive transit system
with dedicated and secure funding and resources
to support increased ridership.

Consistent. TOP 2050 contains various policies to
support reliable and safe transit system. Policies
M-3.1 through M-3.11 aim to support a viable
alternative to automobile travel and meet the
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basic transportation needs of the transit- dependent.

Strategy 11: Traffic signal synchronization and
roadway management. Implement traffic and
roadway management strategies to improve
mobility and efficiency and reduce associated
emissions.

Consistent. TOP 2050 contains policies promoting
the efficient flow of all modes of traffic. Policies
CD-2.2, CD-2.6, M-1.1, and M-1.5 would require
roadways to be designed to reduce traffic
congestion through intelligent transportation
system and travel demand management
strategies. While the policies of the Policy Plan
Amendment would not require traffic signal
synchronization, the Policy Plan Amendment
would not conflict with or obstruct the City’s
ability to implement such a measure when
determined feasible.

Strategy 12: Community vehicle electrification.

Promote and incentivize the adoption of electric
vehicles (EV) citywide, including light-duty and
heavy-duty vehicles, for municipal, commercial,
and residential uses.

Consistent. Advanced Clean Cars II would require
new cars sold in 2035 and beyond to be zeroemission vehicles, which includes battery electric vehicles, plug-in hybrid electric vehicles, and fuel
cell electric vehicles; however, due to federal legal
constraints, Advanced Clean Cars II cannot be
enforced by the State. Nonetheless, future
development under the Policy Plan Amendment
would not obstruct implementation of Advanced
Clean Cars II program since this applies to
automobile manufacturers in California. In
addition, the Policy Plan Amendment would not
conflict with or obstruct the City’s ability to
implement transportation electrification
measures when determined feasible.

Strategy 13: Active Transportation Networks.

Work with transit agencies, school districts, and
employers to facilitate an interconnected
transportation system that allows a shift in travel
from private passenger vehicles to alternative
modes, including public transit, ride sharing, car
sharing, bicycling, and walking.

Consistent. TOP 2050 contains various policies to
support an interconnected transportation system.

Policies CD-3.3, ER-4.1, ER-4.5, LU-1.1, LU-1.4,
LU-1.6, LU-4.4, M-1.4, M-2.1 through M-2.4, and
M-3.1 through M-3.11 promote mixed-use and
transit-oriented development while encouraging
proactive partnerships with transit providers to
ensure adequate public transit service for
residents in environmental justice areas.

Strategy 14: Vehicle Idling. Limit idling of heavyduty trucks. Support the South Coast AQMD and CARB anti-idling requirements and provide
Consistent. Diesel-fueled commercial vehicles
under the proposed project would be required to
comply with 13 CCR Section 2485, limiting truck
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signage in key areas where idling that is not
consistent with South Coast AQMD or CARB
requirements might occur.
idling to 5 minutes or less when the vehicles are
not in use. Construction contractors would
minimize nonessential idling of construction
equipment during construction in accordance
with 13 CCR Article 4.8, Chapter 9, Section 2449.

OFF-ROAD EQUIPMENT
Strategy 16: Electrification of construction and
landscaping equipment. Promote and incentivize
the transition to electric construction and
landscaping equipment.

Consistent. This measure is specific to the City to
adopt an ordinance that promotes the transition
to electric construction and landscaping
equipment. While the policies of the Policy Plan
Amendment would not require electrification of
construction and landscaping equipment, the
Policy Plan Amendment would not conflict with
or obstruct the City’s ability to implement such a
measure when determined feasible.

Strategy 17: Idling Ordinance for Construction
Equipment. Limit idling of heavy-duty off-road
construction equipment to reduce air pollution
and GHG emissions from construction activity.

Consistent. Vehicle activity associated with the
development allowed under the proposed project
would be required to comply with 13 CCR
Sections 2485 and 2499 to limit truck idling to
5 minutes or less when the vehicles are not in
use.

WASTE
Strategy 19: Waste Diversion. Exceed waste
diversion goals recommended by AB 939 and
CALGreen by adopting a citywide diversion target
of at least 75 percent of waste.

Consistent. Future development under the
proposed project would be required to comply
with all applicable federal, State, and local
nonhazardous waste diversion requirements,
including those in the applicable mandatory
measures of CALGreen. Additionally, Policy ER-2.1
supports meeting or exceeding the waste
diversion targets established by AB 939.

Moreover, while the Policy Plan Amendment
would not require waste diversion in new
development that exceeds goals established by
AB 939 and CALGreen, the Policy Plan
Amendment would not conflict with or obstruct
the City’s ability to implement such a measure
when determined feasible.
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Strategy 20: Construction and Demolition Waste
Recovery Ordinance. Increase the amount of
waste recycled during construction and
demolition of buildings.

Consistent. Future development under the
proposed project would be required to comply
with the City’s Municipal Code Section 6-3.602,
“Construction and demolition recycling plan,”
which ensures diversion of construction and
demolition waste from landfills to the greatest
extent possible by recycling, deconstruction for
reuse, or by use of “green building” practices.

WATER
Strategy 21: Indoor water efficiency. Encourage
water-efficient retrofits of new and existing
buildings by working with water providers and
regional agencies.

Consistent. Future development under the
proposed project would be required to be
constructed in accordance with State and City
building codes current at the time. Compliance
with the latest California Building Standards Code
and CALGreen mandatory measures would
require installation of water-efficient appliances
and fixtures. The Policy Plan Amendment also
contains various policies supporting waterefficient retrofits of new and existing development. Additionally, Policies ER-1.3 and
ER-3.1 encourage the conservation of water
supply and the implementation of energy-saving
standards in buildings.

Strategy 22: Water Efficient Landscapes and
Water Recycling. Promote drought-tolerant and
fire-wise landscaping. Encourage increased use of
reclaimed water for landscape irrigation,
agricultural, and industrial use.

Consistent. Future development under the
proposed project would be required to be
constructed in accordance with current State and
City development standards in existence at the
time. The City has Landscape Development
Guidelines that require landscapes to be designed
for efficient water use, minimizing waste, and in
compliance with the State’s Model Water Efficient
Landscape Ordinance (MWELO). These guidelines
also promote recycled water irrigation where
available and feasible.

Strategy 23: Water system and wastewater
operations efficiency. Maximize efficiency at
drinking water treatment, pumping, and
distribution facilities, including development of
off-peak demand schedules for heavy commercial
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mandatory measures will require the installation
of water-efficient appliances and fixtures, such as
low-flow toilets, faucets, showerheads, and other
plumbing fittings. Additionally, Chapter 8A, Water
Conservation Plan, of the City’s Municipal Code
contains a Water Conservation Plan designed to
minimize potential water shortages through the
practice of water conservation and reducing
inefficient water use.

Source: Ontario 2022.

Summary
As discussed previously, the proposed project would include policies which directly support the strategies outlined in the Energy Action Plan, Long-Term Energy Efficiency Strategic Plan, and the City’s CCAP. The proposed project would not result in new or a substantial increase in magnitude of impacts compared to the approved project and that identified in the 2022 Certified EIR. Therefore, this impact is less than significant. Policy Plan Amendment Significance without Mitigation: Less than significant.

Specific Plan
As described in Chapter 2, Project Description, the EBPSP establishes development standards and design guidelines to guide development of the Specific Plan that would support the continued implementation of the Energy Action Plan and the Long-Term Energy Efficiency Strategic Plan. Additionally, the EBPSP would be designed and constructed in accordance with the City’s latest adopted energy efficiency standards, which are based on the energy efficiency standards in CCR Title 24, Part 6. These standards include a broad set of energy conservation requirements that apply to the structural, mechanical, electrical, and plumbing systems in a building. Standards throughout CCR Title 24 Part 6 are widely regarded as the most advanced energy efficiency standards and would help reduce the amount of energy required for lighting, water heating, and heating and air conditioning in buildings and promote energy conservation.

Specifically, key objectives of the EBPSP include promoting mixed-use development; reducing automobile dependency; and encouraging green building design, including sustainable technologies such as rooftop photovoltaic energy systems to offset warehouse electrical demands. Furthermore, as described above, TOP 2050 includes various policies that would continue to support a community-wide shift to renewable energy and promotion of energyefficient and green construction. These policies would directly help the growth under the EBPSP 1073

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to be aligned with the Energy Action Plan, Long-Term Energy Efficiency Strategic Plan, and the City’s CCAP strategies. Therefore, the EBPSP would be consistent with the Energy Action Plan, Long-Term Energy Efficiency Strategic Plan, and the City’s CCAP strategies, and impacts would be less than significant. The EBPSP would not result in new or a substantial increase in magnitude of impacts compared to that identified in the 2022 Certified EIR.

Specific Plan Significance without Mitigation: Less than significant.

Impact ENE-3: The proposed project would not conflict with or obstruct a state or local plan for renewable energy or energy efficiency.

New Mitigation Measures
Impacts are less than significant and mitigation measures are not required.

3.6.6 Cumulative Impact Analysis
As this analysis assesses whether energy consumption from the proposed project would result in wasteful, inefficient, or unnecessary consumption of resources, the geographic area relevant to cumulative energy impacts is the plan area. The area considered for cumulative impacts to electricity and natural gas supplies and facilities is SCE and SoCalGas service areas. Analysis of whether the proposed project’s energy demand would be within SCE’s and SoCalGas’s service capacity and require new or expanded facilities is in Section 3.19, Utilities and Service Systems, of this SEIR.

Other future development in the SCE and SoCalGas service areas would be subject to existing state regulations, such as the California Energy Code and CALGreen Code. New buildings would use new energy-efficient appliances and equipment, pursuant to the Appliance Efficiency Regulations. These measures would reduce the overall consumption of electricity and natural gas. Moreover, the proposed project includes various goals, policies, and standards to reduce energy consumption and promote renewable energy sources consistent with applicable local plans for renewable energy or energy efficiency. Consequently, the proposed project’s potential contribution to cumulative impacts on energy would be less than significant. 1074

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Cumulative Impacts: The proposed project, together with cumulative projects, would not substantially impact energy resources.

3.6.7 References
CAISO (California Independent System Operator). 2022, June. “A Golden Age of Energy Storage.” https://www.caiso.com/about/news/energy-matters-blog/a-golden-age-of-energy -storage-2.

CAPCOA (California Air Pollution Control Officer’s Association). 2022, April. CalEEMod: California Emissions Estimator Model User Guide. Version 2022.1.
https://www.caleemod.com/user-guide.

CARB (California Air Resources Board). 2008, October. Climate Change Proposed Scoping Plan: A Framework for Change. https://ww2.arb.ca.gov/sites/default/files/classic/cc/scopingplan/document/psp.pdf.

CARB. 2017, January 18. California’s Advanced Clean Cars Midterm Review. https://ww2.arb.ca.gov/sites/default/files/2020-01/ACC%20MTR%20Summary_Ac.pdf.

CARB. 2023, April. Advanced Clean Fleets Regulation. https://ww2.arb.ca.gov/our-work/ programs/advanced-clean-fleets/about.

CARB. 2025, May 20 (accessed). Advanced Clean Cars Program. https://ww2.arb.ca.gov/ our-work/programs/advanced-clean-cars-program/about.

CEC (California Energy Commission). CEC. 2022, January 24 (last updated). Natural Gas Detailed Utility Service Area California, 2020. https://cecgiscaenergy.opendata.arcgis.com/documents/natural-gas-utility-service -area-california-2020/explore.

CEC. 2024, September 11. Energy Commission Adopts Updated Building Standards Expanding Requirements for Heat Pumps and Electric-Ready Buildings. https://www.energy.ca.gov/news/2024-09/energy-commission-adopts-updatedbuilding-standards-expanding-requirements-heat.

CEC. 2025a, November 4 (accessed). Electricity Consumption. https://www.energy.ca.gov/data -reports/energy-almanac/california-electricity-data/california-energy-consumption -dashboards-0.

CEC. 2025b, May 20 (accessed). 2023 Power Content Label. https://www.energy.ca.gov/filebrowser/download/7362.
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CEC. 2025c, November 4 (accessed). Gas Consumption. https://www.energy.ca.gov/data -reports/energy-almanac/california-electricity-data/california-energy-consumption -dashboards-1.

CEC. 2025d, November 4 (accessed). California Retail Fuel Outlet Annual Reporting (CEC-A15) Results. https://www.energy.ca.gov/data-reports/energy-almanac/transportation -energy/california-retail-fuel-outlet-annual-reporting.

CPUC (California Public Utilities Commission). 2011, January. CA Energy Efficiency Strategic Plan. https://www.cpuc.ca.gov/-/media/cpuc-website/files/legacyfiles/c/5303 -caenergyefficiencystrategicplan-jan2011.pdf.

CPUC. 2022, December. CPUC Creates New Framework to Advance California’s Transition Away from Natural Gas. https://www.cpuc.ca.gov/news-and-updates/all-news/cpuc-creates -new-framework-to-advance-california-transition-away-from-natural-gas.

EPA (United States Environmental Protection Agency). 2025a, March 12. Final Rule: Multipollutant Emissions Standards for Model Years 2027 and Later Light-Duty and MediumDuty Vehicles. https://www.epa.gov/regulations-emissions-vehicles-and-engines/ final-rule-multi-pollutant-emissions-standards-model.

EPA. 2025b, May 28 (last updated). Summary of the Energy Independence and Security Act Public Law 110-140 (2007). https://www.epa.gov/laws-regulations/summary-energy -independence-and-security-act.

EPA and NHTSA (Environmental Protection Agency and National Highway Traffic Safety Administration). 2020, April 30. The Safer Affordable Fuel-Efficient (SAFE) Vehicles Rule for Model Years 2021-2026 Passenger Cars and Light Trucks. Final rule. Federal Register 85, No. 84. https://www.federalregister.gov/documents/2020/04/30/2020-06967/ the-safer-affordable-fuel-efficient-safe-vehicles-rule-for-model-years-2021-2026 -passenger-cars-and.

Ontario, City of. 2022, August 16. Community Climate Action Plan (CCAP). https://content.ontarioca.gov/sites/default/files/2025-01/Ontario-CCAP_ Adopted_20220816.pdf.

NHTSA (National Highway Traffic Safety Administration). 2022, May 2. Corporate Average Fuel Economy Standards for Model Years 2024–2026 Passenger Cars and Light Trucks. Final rule. Federal Register 87, No. 84. https://www.govinfo.gov/content/pkg/FR-2022-05-02/ pdf/2022-07200.pdf.
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NHTSA. 2024, June. USDOT Finalizes New Fuel Economy Standards for Model Years 2027–2031.

News release. https://www.nhtsa.gov/press-releases/new-fuel-economy-standards -model-years-2027-2031.

NHTSA. 2025, June 11. Corporate Average Fuel Economy. https://www.nhtsa.gov/ laws-regulations/corporate-average-fuel-economy.

SCAG (Southern California Association of Governments). 2024, April. Connect SoCal: The 2024– 2050 Regional Transportation Plan / Sustainable Communities Strategy of the Southern California Association of Governments. https://scag.ca.gov/sites/default/files/2024-05/ 23-2987-connect-socal-2024-final-complete-040424.pdf.

SCE (Southern California Edison). 2025, May 20 (accessed). Southern California Edison’s Service Area. https://download.newsroom.edison.com/create_memory_file/ ?f_id=5cc32d492cfac24d21aecf4c&content_verified=True.

USEIA (United States Energy Information Administration). 2024, May 15 (updated). Frequently Asked Questions. https://www.eia.gov/tools/faqs/faq.php?id=45&t=7. 1077

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3.7 GEOLOGY AND SOILS
This section of the Draft Supplemental Environmental Impact Report (SEIR) evaluates the potential for implementation of the Ontario Policy Plan Amendment and the EBPSP to impact geological and soil resources, paleontological resources, or unique geologic features in the City of Ontario compared to the current TOP 2050 (approved project) and impacts identified in the 2022 Certified EIR. See Section 5.5, Cultural Resources, of this SEIR for a discussion regarding archeological resources. The following studies were referenced in preparation of this section.

Geotechnical Feasibility Study Proposed Commercial/Industrial and Residential Development, NWC Eucalyptus Avenue and Grove Avenue, Ontario, California, for Sares Regis Group, Southern California Geotechnical (SocalGeo), March 15, 2022. (Appendix F1) Geotechnical Feasibility Study Proposed Warehouse Development, NEC Eucalyptus Avenue and Grove Avenue, Ontario, California, for Sares Regis Group, Southern California Geotechnical (SocalGeo), January 7, 2022. (Appendix F2) Paleontological Assessment for the Eucalyptus Business Park Specific Plan Project, BFSA Environmental Services, July 20, 2025. (Appendix F3)

3.7.1 Regulatory Framework

FEDERAL
Paleontological Resources
Paleontological Resources Preservation, Omnibus Public Lands Act, Public Law 111-011, Title VI, Subtitle D, 2009
The Paleontological Resources Preservation, Omnibus Public Lands Act (PRPA) directs the secretaries of the Interior and of Agriculture to manage and protect paleontological resources on federal land using “scientific principles and expertise.” To formulate a consistent paleontological resources management framework, the PRPA incorporates most of the recommendations from the report of the Secretary of the Interior, “Assessment of Fossil Management on Federal and Indian Lands” (USDI 2000). In passing the PRPA, Congress officially recognized the scientific importance of paleontological resources on some federal lands by declaring that fossils from these lands are federal property that must be preserved and protected. The PRPA codifies existing policies of the Bureau of Land Management, National Park Service, US Forest Service, Bureau of Reclamation, and US Fish and Wildlife Service, and provides the following:
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Uniform criminal and civil penalties for illegal sale and transport, and theft and vandalism of fossils from federal lands.

Uniform minimum requirements for paleontological resource-use permit issuance (terms, conditions, and qualifications of applicants).

Uniform definitions for “paleontological resources” and “casual collecting.” Uniform requirements for curation of federal fossils in approved repositories.

National Environmental Policy Act of 1969
The National Environmental Policy Act of 1969, as amended, recognizes the continuing responsibility of the federal government to "preserve important historic, cultural, and natural aspects of our national heritage…” (Sec. 101 [42 US Code sec. 4321] #382). With the passage of the PRPA, paleontological resources are considered a significant resource, and it is now standard practice to include paleontological resources in National Environmental Policy Act studies in all instances where there is a possible impact.

Antiquities Act of 1906
The Antiquities Act of 1906 states, in part:

That any person who shall appropriate, excavate, injure or destroy any historic or prehistoric ruin or monument, or any object of antiquity, situated on lands owned or controlled by the Government of the United States, without the permission of the Secretary of the Department of the Government having jurisdiction over the lands on which said antiquities are situated, shall upon conviction, be fined in a sum of not more than five hundred dollars or be imprisoned for a period of not more than ninety days, or shall suffer both fine and imprisonment, in the discretion of the court. (16 US Code secs. 431–433) Although there is no specific mention of natural or paleontological resources in the act itself, or in the act's uniform rules and regulations (Title 43 Part 3, Code of Federal Regulations [43 CFR 3]), the term “objects of antiquity” has been interpreted to include fossils by the National Park Service, Bureau of Land Management, the US Forest Service, and other federal agencies.

Permits to collect fossils on lands administered by federal agencies are authorized under this act; however, due to the large gray areas left open to interpretation due to the imprecision of the wording, agencies are hesitant to interpret this act as governing paleontological resources. ■
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STATE
Soil Hazards
California Alquist-Priolo Earthquake Fault Zoning Act
The Alquist-Priolo Earthquake Fault Zoning Act was signed into state law in 1972. Its primary purpose is to mitigate the hazard of fault rupture by prohibiting the location of structures for human occupancy across the trace of an active fault. The act delineates “Earthquake Fault Zones” along faults that are “sufficiently active” and “well defined.” The act also requires that cities and counties withhold development permits for sites within an earthquake fault zone until geologic investigations demonstrate that the sites are not threatened by surface displacement from future faulting. Pursuant to this act, structures for human occupancy are not allowed within 50 feet of the trace of an active fault.

Seismic Hazard Mapping Act
The Seismic Hazard Mapping Act was adopted by the state in 1990 to protect the public from the effects of earthquake hazards other than surface fault rupture, including strong ground shaking, liquefaction, seismically induced landslides, or other ground failure caused by earthquakes. The goal of the act is to minimize loss of life and property by identifying and mitigating seismic hazards. The California Geological Survey prepares and provides local governments with seismic hazard zone maps that identify areas susceptible to amplified shaking, liquefaction, earthquake-induced landslides, and other ground failures. The act requires responsible agencies to only approve projects within seismic hazard zones following a site-specific investigation to determine if the hazard is present, and if so, the inclusion of appropriate mitigation. In addition, the act requires real estate sellers and agents at the time of sale to disclose whether a property is within one of the designated seismic hazard zones.

California Building Code
Current law states that every local agency enforcing building regulations, such as cities and counties, must adopt the provisions of the California Building Code (CBC) within 180 days of its publication. The publication date of the CBC is established by the California Building Standards Commission and the code is also known as Title 24, Part 2 of the California Code of Regulations.

The 2022 CBC is based on the 2021 International Building Code, modified for California conditions. These codes provide minimum standards to protect property and public safety by regulating the design and construction of excavations, foundations, building frames, retaining walls, and other building elements to mitigate the effects of seismic shaking and adverse soil conditions. The CBC contains provisions for earthquake safety based on factors including occupancy type, the types of soil and rock on-site, and the strength of ground shaking with specified probability of occurring at a site. It is generally adopted on a jurisdiction-by1080

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jurisdiction basis, subject to further modification based on local conditions. Commercial and residential buildings are plan-checked by city and county building officials for compliance with the CBC. The 2025 CBC, which includes updated seismic and structural provisions, became effective statewide on January 1, 2026.

Natural Hazards Disclosure Act
The Natural Hazards Disclosure Act requires that sellers of real property and their agents provide prospective buyers with a “Natural Hazard Disclosure Statement” when the property being sold lies within one or more state-mapped hazard areas, including a Seismic Hazard Zone.

California law also requires that when houses built before 1960 are sold, the seller must give the buyer a completed earthquake hazards disclosure report and a booklet titled “The Homeowners Guide to Earthquake Safety.” This publication was written and adopted by the California Seismic Safety Commission.

Soils Investigation Requirements
Requirements for soils investigations for subdivisions requiring tentative and final maps, and for other specified types of structures, are in California Health and Safety Code Sections 17953 to 17955, and in Section 1802 of the CBC. Testing of samples from subsurface investigations is required, such as from borings or test pits. Studies must be done as needed to evaluate slope stability, soil strength, position and adequacy of load-bearing soils, the effect of moisture variation on load-bearing capacity, compressibility, liquefaction, differential settlement, and expansiveness.

Paleontological Resources
California Public Resources Code
Paleontological sites are protected under a wide variety of state policies and regulations in the California Public Resources Code (PRC). In addition, paleontological resources are recognized as nonrenewable resources and receive protection under the PRC and CEQA. PRC Division 5, Chapter 1.7, Section 5097.5, and Division 20, Chapter 3, Section 30244, state:

No person shall knowingly and willfully excavate upon, or remove, destroy, injure or deface any historic or prehistoric ruins, burial grounds, archaeological or vertebrate paleontological site, including fossilized footprints, inscriptions made by human agency, or any other archaeological, paleontological or historical feature, situated on public lands, except with the express permission of the public agency having jurisdiction over such lands. Violation of this section is a misdemeanor.
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This statute prohibits the removal, without permission, of any paleontological site or feature from lands under the jurisdiction of the state or any city, county, district, authority, or public corporation, or any agency thereof. As a result, local agencies are required to comply with PRC 5097.5 for their own activities, including construction and maintenance, as well as for permit actions (e.g., encroachment permits) undertaken by others. PRC Section 5097.5 establishes the removal of paleontological resources as a misdemeanor and requires reasonable mitigation of adverse impacts to paleontological resources from developments on public lands (state, county, city, and district).

LOCAL
Soil Hazards
City of Ontario Municipal Code
Site development in the City is required to comply with the CBC and all state requirements pertaining to geotechnical hazards and constraints, including soil conditions. The CBC has been incorporated and adopted in its entirety into the City’s Building Code as Title 8, Chapter 1, Section 8-1.01 of the Ontario Municipal Code.

Erosion Control and Sediment Control Plan Requirements
Prior to issuance of a building permits, the City Engineering Department requires the inclusion of “Erosion and Sediment Control and Contractor Activity Notes” on the grading plan cover sheet prior to submittal. Applicants must also demonstrate conformance with applicable best management practices (BMP), including those recommended by the California Stormwater Quality Association’s Construction BMP Online Handbook (December 2019) and prepare a Storm Water Pollution Prevention Plan (SWPPP) with a site map that shows the construction site perimeter; existing and proposed buildings, lots, roadways, and stormwater collection and discharge points; general topography both before and after construction; and drainage patterns.

The SWPPP must list BMPs that would be implemented to prevent soil erosion and discharge of other construction-related pollutants that could contaminate nearby water resources.

Additionally, the SWPPP must contain a visual monitoring program, a chemical monitoring program for nonvisible pollutants if there is a failure of the BMPs, and a sediment-monitoring plan if the site discharges directly to a water body listed on the 303(d) list for sediment. 1082

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3.7.2 Existing Conditions

POLICY PLAN AMENDMENT
Geology and Soils
Geologic Setting
The City of Ontario is in the Upper Santa Ana River Valley, which consists of a series of coalescing alluvial fans formed by streams flowing out of the San Gabriel Mountains to the north. The Upper Santa Ana River Valley has a gentle southerly slope of approximately 1 percent, and elevations in Ontario range from approximately 1,150 feet in the north to 640 feet in the south. The junction of the Upper Santa Ana River Valley and the San Gabriel Mountains marks the boundary between 2 geomorphic provinces. The valley, including Ontario, lies within the Peninsular Ranges geomorphic province, characterized by northwest-trending mountains and valleys and extending south into Mexico. The San Gabriel Mountains are part of the Transverse Ranges province, a set of west-trending mountain ranges extending from Santa Barbara County on the west to San Bernardino and Riverside Counties on the east. The San Gabriel Mountains north of Ontario rise as high as 10,064 feet at Mount San Antonio.

Geologic Units in the City of Ontario
The geologic units exposed at the surface in Ontario consist of sediments less than 11,000 years old (Holocene) and deposited either by water or wind; these units are shown in Figure 3.7-1, Geologic Map. In general, the alluvial fan sediments are coarse grained in the northern part of the City and consist of various mixtures of sand, gravel, and cobbles. Moving south away from the mountains, the sediments gradually become finer grained, consisting primarily of silt, silty clay, and silty sand. Generally, soils with faster infiltration rates, higher levels of organic matter, and improved soil structure, such as sand, sandy loam, and loam-textured soils, have a greater resistance to erosion than silt, very fine sand, and certain-clay textured soils.

Artificial Fill (Qaf): The Ontario International Airport and the Milliken Landfill are the largest deposits of artificial fill in the City. Other deposits of man-made fill throughout the City include road and bridge embankments, retention or flood control basins, and man-made fills associated with graded developments. These deposits vary widely in size, age, and composition.

Nonengineered fills are not suitable foundation materials and need to be excavated and replaced with compacted, engineered fill before they can support loads such as buildings and roads.
1083
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GEOLOGY & SOILS
Figure 3. 7-1
Geologic Map
c::J EBPSP Boundary
D Ontario Ci:y Boundary
D County Boundary
Artificial Fill
Very Young Alluvial Fan Deposits
Very Young Wash Deposits
Young Alluvial Fan Deposits
Young Alluvial Valley Deposits
Young Eoli~n Deposits
• • Fault, concealed
2 · 0 · 5 · 0

THE ONTARIO PLAN

SUPPLEMENTAL EIR
@ 0 2.500
Source: Morton and Miller 2006
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FT
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Dale: 12/15/l025
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Very Young Wash Deposits (Qw): These late Holocene sediments consist of unconsolidated sand, gravel, and boulders deposited in active washes or channels on the fan surface. They have essentially no soil developed on the surface, and in terms of engineering characteristics, they are typically compressible, highly permeable, nonexpansive, and very susceptible to erosion.

This unit has been mapped in only one small area at the northern edge of the City, in the active channel of Cucamonga Creek.

Very Young Alluvial Fan Deposits (Qf): These sediments, also Late Holocene, consist predominantly of sand, gravel, cobbles, and boulders that form the active and recently active portions of the fan. These deposits are generally unconsolidated to slightly consolidated, and where they have not been graded, they have a network of braided channels on the surface. In most areas, these very young deposits have no soil development. This unit is more prevalent north of Ontario, closer to the mountain front; within the City it is present in a narrow band along Cucamonga Creek and in the northeast corner, in the vicinity of Day Creek and East Etiwanda Creek.

Young Alluvial Fan Deposits (Qyf): This Holocene to late Pleistocene1 unit consists of slightly to
moderately consolidated deposits of brown to grayish brown silt, sand, and gravelly sand, locally with cobbles. Where the natural surface has not been disturbed, these deposits are slightly to moderately dissected by streams emanating from the mountains. A moderately to welldeveloped soil is generally present. This unit is widespread throughout the valley region and is mapped in the western half of Ontario. Within Ontario, this unit varies considerably in grain size, ranging from gravelly to cobbly deposits in the north to silty, clayey deposits in the south.

Young Alluvial Valley Deposits (Qya): These Holocene to Late Pleistocene deposits occupy tributary channels of the Santa Ana River, one of which reaches into the eastern corner of Ontario near Etiwanda Avenue and Philadelphia Street. Consisting of slightly to moderately consolidated silt, sand, and gravel, the engineering characteristics of this unit are similar to the alluvial fan deposits described above.

Young Eolian Deposits (Qye): Wind-deposited Holocene sediments consisting of silt and fine- to medium-grained sand are present across the eastern half of the City. These are generally about 10 feet thick and are underlain by the alluvial fan deposits described above.

Seismic Hazards
Faults
The City of Ontario is in one of the more seismically active parts of southern California. Several faults have been identified in and adjacent to the Upper Santa Ana River Valley; these faults are 1 The Pleistocene Epoch extends from approximately 10,000 to 1.6 million years ago. 1086

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shown on Figure 3.7-2, Regional Faults and Fault Zones, and are described below. An active fault is one that has had surface displacement within the Holocene epoch, that is, within the last 11,700 years. Figure 3.7-2 includes the regional faults.

Chino-Central Avenue Fault: The Chino-Central Avenue Fault extends along the eastern flank of the Chino Hills from the Los Serranos area of Chino Hills to Corona, a distance of approximately 13 miles.

San Jose Fault: The San Jose Fault extends approximately 11 miles from the base of the San Gabriel Mountains near Upland southwest to the San Jose Hills.

Sierra Madre Fault: The Sierra Madre Fault, approximately 47 miles long, extends along the southern base of the San Gabriel Mountains from the San Fernando Valley in the west to San Antonio Canyon in the east, continuing eastward as the Cucamonga Fault. A rupture in the northwestern portion of this fault resulted in the San Fernando Earthquake of 1971.

Cucamonga Fault: The Cucamonga Fault extends approximately 16 miles east–west along the southern front of the San Gabriel Mountains, from San Antonio Canyon in the west to the vicinity of Lytle Creek in the east.

San Andreas Fault: The San Andreas Fault is the main boundary between the Pacific and North American tectonic plates and extends over 750 miles from near Cape Mendocino in northern California to the Salton Sea region of southern California. The fault is divided into several segments; the closest approach is the San Bernardino Segment, approximately 14 miles northeast of the City.

Whittier Fault: The Whittier Fault extends along the southern base of the Puente Hills approximately 24 miles, from the Santa Ana River in the east to the Whittier Narrows area in the west.

Elsinore Fault: The Elsinore Fault extends along the northeastern front of the Santa Ana Mountains from the Santa Ana River on the northwest, where it merges with the Whittier Fault, southeastward into San Diego County.

Puente Hills Blind Thrust Fault: The Puente Hills Blind Thrust Fault, which does not reach the surface, ranges from northern Orange County to the central Los Angeles area.

San Jacinto Fault Zone: The San Jacinto Fault Zone consists of a series of closely spaced faults that form the western margin of the San Jacinto Mountains. The fault zone extends from its junction with the San Andreas Fault in San Bernardino southeastward through the Imperial Valley into Mexico. The fault zone is divided into several segments, with the San Bernardino segment being the closest to Ontario.
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' ··~

GEOLOGY & SOILS
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THE ONTARIO PLAN

SUPPLEMENTAL EIR
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,._ 0 2,5005,000 10,000
Source: CGS {California Geological Survey) 2022 Date: 3/2/2026 1088

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Surface Rupture of a Fault
Primary ground rupture due to fault movement typically results in a small percentage of the total damage in an earthquake, yet being too close to a rupturing fault can result in extensive damage. It is difficult to safely reduce the effects of this hazard through building and foundation design. Therefore, the primary mitigation measure is to set structures back from the fault zone.

Application of this measure is subject to requirements of the Alquist-Priolo Earthquake Fault Zoning Act and guidelines prepared by the California Geological Survey. The final approval of a fault setback lies with the local reviewing agency. There are no Alquist-Priolo Earthquake Fault Zones in the City of Ontario. The nearest such zones are along the Chino Fault, approximately 3 miles southwest of the City, and along the Cucamonga Fault, approximately 4.5 miles north (CGS 2025).

Strong Earthquakes
Horizontal ground acceleration, which frequently results in widespread damage to structures, is estimated as a percentage of g, the acceleration of gravity. The damage that an earthquake will cause to a structure depends on the earthquake’s size, location, distance, and depth; the types of rock and soil at the surface of the site; and the type of construction of the structure.

When comparing the sizes of earthquakes, the most meaningful feature is the amount of energy released. Thus scientists most often consider seismic moment, a measure of the energy released when a fault ruptures. We are more familiar, however, with scales of magnitude, which measure amplitude of ground motion. Magnitude scales are logarithmic. Each one point increase in magnitude represents a 10-fold increase in the size of the waves as measured at a specific location, and a 32-fold increase in energy. That is, a magnitude 7 earthquake produces 100 times (10 x 10) the ground motion of a magnitude 5 earthquake. Similarly, a magnitude 7 earthquake releases approximately 1,000 times more energy (32 x 32) than a magnitude 5 earthquake. Recently, scientists have developed the moment magnitude (Mw) scale to relate energy release to magnitude.

Historical Earthquakes in the Region
Selected historical earthquakes in and near the Upper Santa Ana River Valley are listed in Table

3.7-1, Selected Historical Earthquakes in and near the Upper Santa Ana River Valley. 1090

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Table 3.7-1 Selected Historical Earthquakes in and near the Upper Santa Ana River Valley
Earthquake Date Location Fault Magnitude
Notable
Effects
Wrightwood 1812,
December 8
Near
Wrightwood,
approximately
43 miles
northeast of
Ontario
Unknown;
possibly San
Andreas
Approximately

7.5 40 deaths in
collapse of
chapel at
Mission San
Juan
Capistrano
Cajon Pass 1899, July 22 Near Cajon
Pass,
approximately
26 miles
northeast of
Ontario
Unknown; San
Andreas or
San Jacinto
Approximately

5.7 Extensive
structural
damage in San
Bernardino
and Highland
San
Bernardino
1907;
September 20
Near San
Bernardino,
approximately
27 miles
northeast of
Ontario
Unknown Approximately

5.4 – North San
Jacinto
1923, July 22 South of San
Bernardino,
approximately
15 miles east
of Ontario
San Jacinto 6.3 –
Ontario 1953, May 12 Ontario, near
northern City
boundary
Unknown 4.6 –
Lytle Creek 1970,
September 22
Lytle Creek,
approximately
14 miles
northeast of
Ontario
San Andreas 5.2 –
Whittier
Narrows
1987, October
1 South El
Monte,
approximately
26 miles west
of Ontario
Thrust fault 5.9 8 fatalities;
extensive
damage to
unreinforced
masonry
buildings in
Whittier,
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Table 3.7-1 Selected Historical Earthquakes in and near the Upper Santa Ana River Valley
Earthquake Date Location Fault Magnitude
Notable
Effects
Alhambra, and
Pasadena
Big Bear 1992, June 28 Southeast of
Big Bear Lake,
approximately
55 miles east
of Ontario
Unknown 6.3 Substantial
damage in Big
Bear Lake area
Chino Hills 2008, July 29 Chino Hills, 6
miles
southwest of
Ontario
Unknown 5.4 –
Sources: SCEDC 2025; USGS 2025.

Liquefaction and Related Ground Failure
Liquefaction is a process whereby strong earthquake shaking causes sediment layers that are saturated with groundwater to lose strength and behave as a fluid. This subsurface process can lead to near-surface or surface failure that can damage structures. If surface failure does occur, it is usually expressed as lateral spreading, flow failures, ground oscillation, and/or general loss of bearing strength. Sand boils (injections of fluidized sediment) can commonly accompany these different types of failure.

In order to determine a region’s susceptibility to liquefaction, three major factors must be analyzed:

The intensity and duration of ground shaking.

The age and textural characteristic of the alluvial sediments. Generally, the younger, less compacted sediments have a higher susceptibility to liquefaction. Textural characteristics also play a dominant role in determining liquefaction susceptibility. Sand and silty sands deposited in river channels and floodplains tend to be more susceptible to liquefaction, and floodplains tend to be more susceptible to liquefaction than coarser or finer grained alluvial materials.

The depth to the groundwater. Groundwater saturation of sediments is required for earthquake induced liquefaction. In general, groundwater depths shallower than 10 feet to the surface can cause the highest liquefaction susceptibility. ■
■
■
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Strong earthquakes can be expected in the Ontario area on any of the faults in the region, as shown on Figure 3.7-2. Young, loose, unconsolidated sediments, the second factor in liquefaction, are present throughout the Ontario area. Fine sand and silty sand, the types of sediments most often associated with liquefaction, occur mainly in the Ontario Ranch, the southernmost portion of the City. The third factor, water-saturated sediments within about 50 feet of the surface, are not known to occur today in the Ontario area, but have in the past.

Artesian water wells, that is, wells in which groundwater moves upward under pressure, were reported in the southwestern corner of the City in the early 1900s. Groundwater depths in Ontario wells from 2000 to 2024 were reported as greater than 50 feet; groundwater at such depths does not contribute to a high susceptibility to liquefaction (Chino Basin Watermaster 2025).

Seismically Induced Settlement
Strong ground shaking can cause soils to become more tightly packed and settle due to the collapse of voids and pore spaces. This type of settlement typically occurs in soils that are loose, granular, and cohesionless, either wet or dry. Unconsolidated young alluvial sediments are especially susceptible to this hazard. Seismically induced settlement can cause damage to structures and buried pipelines. The entire Ontario area is underlain by young, unconsolidated alluvial deposits and artificial fill that may be susceptible to seismically induced settlement.

Hazardous Buildings
The principal threat in an earthquake is the damage that the earthquake causes to buildings.

Continuing advances in engineering design and building code standards over the past decade have greatly reduced the potential for collapse in an earthquake of most of our new buildings; however, many buildings were built before current earthquake design standards were incorporated into the building code. Several specific building types are a particular concern in this regard.

Unreinforced Masonry Buildings. In the late 1800s and early 1900s, unreinforced masonry was the most common type of construction for larger downtown commercial structures and for multistory apartment and hotel buildings. These were recognized as a collapse hazard following the San Francisco earthquake of 1906 and are generally known to be the most hazardous buildings in an earthquake. Per Senate Bill 547, local jurisdictions are required to enact structural hazard reduction programs by inventorying pre-1943 unreinforced masonry buildings and developing mitigation programs to correct the structural hazards.

Precast Concrete Tilt-up Buildings. This building type was introduced after World War II and gained popularity in light industrial buildings during the late 1950s and 1960s. Extensive damage to concrete tilt-up buildings in the 1971 San Fernando earthquake revealed the need for better anchoring of walls to the of, floor, and foundation elements of the building and for 1093

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stronger roof diaphragms.2In the typical damage to these buildings, the concrete wall panels would fall outward and the roof would collapse.

Soft-Story Buildings. Soft-story buildings are those in which at least one story, commonly the ground floor, has significantly less rigidity and/or strength than the rest of the structure. This can form a weak link in the structure unless special design features are incorporated to give the building adequate structural integrity. Typical examples of soft-story construction are buildings with glass curtain walls on the first floor only, or buildings placed on stilts or columns, leaving the first story open for landscaping, street-friendly building entry, parking, or other purposes. In the early 1950s to early 1970s, soft-story buildings were a popular construction style for lowand midrise concrete frame structures.

Nonductile Concrete Frame Buildings. The brittleness of nonductile concrete frame buildings can result in major damage and even collapse under strong ground shaking. This type of construction, which generally lacks masonry shear walls, was common in the very early days of reinforced concrete buildings, and they continued to be built until the codes were changed to require ductility in the moment-resisting frame in 1973.

There were large numbers of these buildings built for commercial and light industrial use in California’s older, densely populated cities. Although many of these buildings have 4 to 8 stories, many are shorter. This category also includes one-story parking garages with heavy concrete roof systems supported by nonductile concrete columns.

The City of Ontario inventoried unreinforced masonry buildings in the City and reported to the State Seismic Safety Commission in 2005 that there were 58 such buildings in the City; 42 of these are considered historically significant (SSC 2005).

Other Geologic Hazards
Ground Subsidence
Ground subsidence is the gradual settling or sinking of the ground surface with little or no horizontal movement, and most often results from human activities such as the extraction of oil, gas, or groundwater. Effects of subsidence include fissures, sinkholes, depressions, and disruption of surface drainage.

Subsidence resulting from oil and gas extraction is not an issue for Ontario. The City is above the Chino Subbasin of the Upper Santa Ana Valley Groundwater Basin, from which groundwater has been extracted for decades. The thick alluvial deposits composing the subbasin may be susceptible to compaction, with resulting subsidence at the surface, in the event of rapid 2 A structural roof deck capable of resisting the stress produced by lateral forces, such as wind or seismic loads. 1094

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groundwater withdrawal. Surface subsidence of up to 2.5 feet and ground fissuring from groundwater production have been reported in Chino to the southwest of Ontario.

Groundwater elevation trends observed in Ontario groundwater wells from 2000 to 2024 ranged between rising 40 feet to lowering of 50 feet (Chino Basin Watermaster 2025). Pursuant to the Sustainable Groundwater Management Act of 2014, the Chino Basin Watermaster is responsible for monitoring subsidence and making adjustments to groundwater storage and pumping within the adjudicated Chino Basin as needed to prevent future subsidence and fissuring.

Collapsible Soils
When collapsible soils become saturated, their grains rearrange and lose cohesion, causing rapid, substantial settlement under relatively light loads. Soils prone to collapse are generally young, deposited by flash floods or wind. Increased surface water infiltration, such as from irrigation or a rise in the groundwater table, combined with the weight of a building can cause rapid settlement and cracking of foundations and walls. Most of the alluvium that underlies the Ontario area is generally not susceptible to collapse due to the granular nature of the soils and the lack of clay needed to form dry bonds between grains.

Compressible Soils
Compressible soils are typically unconsolidated, low-density Holocene sediments that may compress under the weight of structures and fill soil. The young sediments underlying the City are generally dry and loose in the upper few feet, and therefore are susceptible to compression.

Areas that have been intensely farmed, such as much of Ontario Ranch, are especially susceptible to compression.

Expansive Soils
Soils containing expansive clay minerals can shrink or swell substantially as the moisture content decreases or increases. Structures built on these soils may experience shifting, cracking, and breaking as soils shrink and subside or expand. The near-surface sediments in the northern and central parts of the City are composed primarily of granular soils, that is, silty sand, sand, and gravel. Such sediments are usually nonexpansive or have very low expansion potential.

Expansive soils are more likely to be present in the southern parts of the City, where there are silts, sandy silts, and silty clays.

Erosion
Erosion is the movement of rock and soil due to water, wind, and gravity. Soil erosion may be a slow process that continues relatively unnoticed, or it may occur quickly, causing serious loss of topsoil. The rate and magnitude of soil erosion by water is controlled by rainfall intensity and runoff, soil texture and cohesion, slope gradient and length, and vegetation cover. The young alluvial sediment and wind-blown sand underlying the City are generally granular, poorly 1095

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consolidated, and very susceptible to erosion. Grading increases the potential for erosion by removing protective vegetation, changing natural drainage patterns, and constructing slopes.

Paleontological Resources
Paleontological resources are the fossilized remains of organisms from prehistoric environments found in geologic strata. These are valued for the information they yield about the history of the earth and its past ecological settings. There are two types of resources; vertebrate and invertebrate. These resources are found in geologic strata conducive to their preservation, typically sedimentary formations. Paleontological sites are those areas that show evidence of prehuman activity. Often they are simply small outcroppings visible on the surface or sites encountered during grading. While the sites are important, it is the geologic formations that are the most important, since they may contain important fossils. Potential sensitivity for the presence of paleontological resources is based on the underlying geologic formation. Fossil remains may occur throughout Ontario, although the area of their distribution is not known.

The potential for fossil occurrence depends on the rock type exposed at the surface in a given area.

The San Bernardino County Museum, Division of Geological Sciences, conducted the paleontological records search and found one previously known paleontological resource locality recorded by the Regional Paleontologic Locality Inventory, a computer database with positional and contextual data for more than 3,000 fossil localities throughout California and the southwestern United States. This review found one paleontological locality for the City area (SBCM 5.1.8). This locality yielded the remains of a mammoth from approximately 20 feet below the ground surface.

The possibility of finding additional paleontological resources within City boundaries is moderate to high. Geologic maps indicate that the proposed project area is situated on surface exposures of recent alluvium. These sediments have low potential to yield fossil resources or to contain significant nonrenewable paleontological resources. These recent sediments overlie older Pleistocene sediments with high potential to contain paleontological resources. Older Pleistocene alluvial sediments have yielded significant fossils of extinct plants and animals elsewhere in the Inland Empire. These older sediments, often found at depths of 10 feet or more below the ground surface, have yielded the fossil remains of plants and extinct terrestrial Pleistocene vertebrates. Significant vertebrate fossils from this age include Ice Age mammals such as camels, mammoths, mastodons, and ground sloths.

SPECIFIC PLAN
The geotechnical analysis prepared for the Specific Plan area was conducted in 2 parts, splitting the site between properties located east and west of Grove Avenue. The following discussions make this distinction where necessary.
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Soils
West
Artificial fill soils were encountered at the ground surface and beneath the open-graded gravel extending to depths of 1.5 to 6.5 feet below ground surface. The fill soils generally consist of loose to medium dense silty fine sands. Occasional layers of loose to medium dense silty fine to coarse sands and fine to coarse sands were encountered. The fill soils possess a disturbed and mottled appearance, with some samples possessing asphaltic concrete fragments and twine rope pieces, resulting in their classification as artificial fill.

Native alluvium was encountered beneath the fill at all of the boring locations during the geotechnical investigation. The native alluvium extends to at least 50 feet below ground surface, the maximum depth explored. The alluvial soils generally consist of loose to very dense fine sands, silty fine sands, fine sandy silts, and stiff to very stiff silty clays and fine sandy clays.

Occasional layers of medium dense to very dense silts, fine to coarse sands, clayey silts and clayey fine sands were encountered. In general, the alluvial soils possess trace to extensive amounts of iron oxide staining and calcareous nodules and veining. Occasional samples possess slight cementation and porosity, within the upper approximate 10 feet below ground surface (Appendix F1).

East
Artificial fill soils were encountered at the ground surface and below the pavements extending to depths of approximately 2.5 to 5.5 feet below ground surface. The fill soils generally consist of loose to medium dense fine sands, silty fine to coarse sands, loose/medium stiff clayey fine sands to fine sandy clays. The fill soils possess a disturbed and mottled appearance, resulting in their classification as artificial fill.

Native alluvium was encountered at the ground surface and beneath the fill or topsoil at the remaining borings. The native alluvium extends to at least the maximum depth explored of approximately 50 feet below ground surface. The alluvial soils generally consist of loose to dense fine sands, silty fine sands, fine sandy silts, fine to medium sands and stiff to very stiff silty clays. Occasional layers of medium dense/hard clayey fine sands, fine sandy clay and interbedded fine sand and silty fine sand, were encountered. The alluvium generally possesses trace to little iron oxide staining and calcareous nodules/veining (Appendix F2). 1097

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Groundwater
West
Free water was not encountered during the drilling of the borings conducted as part of the geotechnical investigation. Based on the lack of water within the borings and the moisture contents of the recovered soil samples, the static groundwater table was in excess of 50 feet deep at the time of the subsurface exploration.

A monitoring well on record is located approximately 4,300 feet northwest of the site. Water level readings within this well indicate a high groundwater level of approximately 135 feet below the ground surface in April 2020 (Appendix F1).

East
Free water was not encountered during the drilling of any of the on-site borings. Based on the lack of any water within the borings and the moisture contents of the recovered soil samples, the static groundwater table was more than 50 feet deep at the time of the subsurface exploration.

A monitoring well on record is located approximately 3,800 feet southwest of the site. Water level readings within this well indicate a high groundwater level of approximately 83 feet below the ground surface in June 2021. It should be noted that the ground surface elevation of the well is approximately 20 feet lower in elevation than the Specific Plan area (Appendix F2).

Seismic Hazards
The Specific Plan area is in an area that is subject to strong ground motions due to earthquakes.

Numerous faults capable of producing significant ground motions are located near the Specific Plan area. An active fault is defined by the California Geotechnical Survey (CGS) as a fault that has experienced surface displacement within the Holocene Epoch (roughly the last 11,000 years). The nearest active fault to the Specific Plan area is the Chino Fault, located approximately 3.6 miles south (CGS 2025).

Secondary hazards associated with earthquakes include surface rupture, ground failure, unstable soils and slopes. Each of these hazards is briefly described below.

Fault Rupture
The Alquist-Priolo Earthquake Fault Zoning Act's main purpose is to prevent the construction of buildings used for human occupancy on the surface trace of active faults. Review of available maps indicates that the Specific Plan area is not located within an Alquist-Priolo Earthquake 1098

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Fault Zone. Furthermore, no evidence of faulting was identified during the geotechnical investigations (Appendix F1; Appendix F2).

Liquefaction
Liquefaction is the loss of strength in generally cohesionless, saturated soils when the porewater pressure induced in the soil by a seismic event becomes equal to or exceeds the overburden pressure. The primary factors which influence the potential for liquefaction include groundwater table elevation, soil type and plasticity characteristics, relative density of the soil, initial confining pressure, and intensity and duration of ground shaking. The depth within which the occurrence of liquefaction may impact surface improvements is generally identified as the upper 50 feet below the existing ground surface. Liquefaction potential is greater in saturated, loose, poorly graded fine sands with a mean (d50) grain size in the range of 0.075 to 0.2 mm.

Non-sensitive clayey (cohesive) soils which possess a plasticity index of at least 18 are generally not considered to be susceptible to liquefaction, nor are those soils which are above the historic static groundwater table.

Research of the San Bernardino County Land Use Services website indicates that the Specific Plan area is not located within a zone of liquefaction susceptibility. In addition, based on the lack of groundwater in the upper approximate 50 feet below ground surface, the subsurface conditions at the boring locations are not considered to be conducive to liquefaction (Appendix F1; Appendix F2).

Unstable Soils and Slopes
The overall site slopes downward to the south at a gradient of approximately one percent with localized variations, including berms and detention basins. Several berms were observed throughout the Specific Plan area with heights ranging from approximately 2 to 6 feet. Some of the dirt access roads are approximately 3 to 4 feet higher than adjacent site grades.

Additionally, the bottoms of the detention basins appear to be approximately one to 10 feet lower than the adjacent site grades. The maximum site elevation differential is approximately 23 feet (Appendix F1; Appendix F2).

Slope and Instability Hazards
Soil Erosion
Erosion is the movement of rock and soil due to water, wind, and gravity. Soil erosion may be a slow process that continues relatively unnoticed, or it may occur quickly, causing loss of topsoil.

The rate and magnitude of soil erosion by water is controlled by rainfall intensity and runoff, soil texture and cohesion, slope gradient and length, and vegetation cover. 1099

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The near-surface soils within the Specific Plan area contain appreciable amounts of silt and occasional clay and may become unstable if exposed to significant moisture infiltration or disturbance by construction traffic. Based on their granular content, some of the on-site soils would also be susceptible to erosion (Appendix F1; Appendix F2).

Settlement Potential
Settlement refers to unequal compression of a soil foundation, shrinkage, or undue loads being applied to a building after its initial construction that affects the soil foundation. The potential for seismically induced settlement within the Specific Plan area is considered low (Appendix F1; Appendix F2).

Shrinkage/Subsidence Potential
Subsidence is a gradual settling or sudden sinking of the ground surface (i.e., loss of elevation).

The principal causes of subsidence are aquifer-system compaction, drainage of organic soils, underground mining, and natural compaction. Shrinkage is the reduction in volume in soil as the water content of the soil drops (i.e., loss of volume). The potential for subsidence to affect the Specific Plan area is considered low (Appendix F1; Appendix F2).

Soil Expansion Potential
Expansive soils are soils that exhibit cyclic shrink and swell patterns in response to variations in moisture. Sites with expansive soils (expansion index>20) require special attention during design and maintenance.

The near surface soils for the western portion of the Specific Plan area generally consist of silty fine sands and sandy silts. These soils are expected to have a very low expansion potential (Appendix F2). The near surface soils for the eastern portion of the Specific Plan area generally consist of silty sands, sandy silts and fine sands with occasional thin layers of clayey sands and sandy clays. Laboratory testing indicates that these materials have a very low expansion potential (Appendix F2).

Paleontological Setting
The Specific Plan area is located on the distal margins of the broad alluvial floodplain of the ancestral Santa Ana River. The Specific Plan area is mapped as middle Holocene-aged young sandy alluvial fan deposits. These young deposits overlie middle to late Pleistocene-aged very old sandy alluvial fan deposits, which are mapped at the surface south of the Specific Plan area.

The occurrence of terrestrial vertebrate fossils at shallow depths from Pleistocene alluvial fan sediments in Ontario is well documented as these soils may contain high paleontological sensitivity.
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A field survey of the Specific Plan area and the entire limits of disturbance was conducted to determine if any paleontological resources were visible. Ground visibility of the Specific Plan area was limited due to active dairy operations, dense vegetation, development, pavement, and gravel. The entire Specific Plan area has been previously rough-graded, including the off-site improvement areas. No bedrock outcrops were exposed that might indicate the presence of fossils. No paleontological resources, or evidence of paleontological resources, were observed during the survey (Appendix F3).

3.7.3 Standards for Analysis

SIGNIFICANCE CRITERIA
Appendix G, “Environmental Checklist Form,” of the California Environmental Quality Act (CEQA) Guidelines states that the proposed project would result in a significant impact related to geology if it would:
a) Directly or indirectly cause potential substantial adverse effects, including the risk of loss, injury, or death involving:
i) Rupture of a known earthquake fault, as delineated on the most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault. (Refer to Division of Mines and Geology Special Publication 42.)
ii) Strong seismic ground shaking.
iii) Seismic-related ground failure, including liquefaction. iv) Landslides.
b) Result in substantial soil erosion or the loss of topsoil. c) Be located on a geologic unit or soil that is unstable, or that would become unstable as a result of the project and potentially result in on- or off-site landslide, lateral spreading, subsidence, liquefaction, or collapse. d) Be located on expansive soil, as defined in Table 18-1B of the Uniform Building Code (1994), creating substantial direct or indirect risks to life or property.
e) Have soils incapable of adequately supporting the use of septic tanks or alternative wastewater disposal systems where sewers are not available for the disposal of wastewater.
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f) Directly or indirectly destroy a unique paleontological resource or site or unique geologic feature.

METHODOLOGY
Specific Plan
The geotechnical analyses prepared for the Specific Plan area included a visual site reconnaissance, subsurface exploration, field and laboratory testing, and geotechnical engineering analysis to evaluate the geotechnical feasibility of the proposed uses. The subsurface exploration consisted of nine hollow-stem auger borings advanced to depths of 25 to 50± feet below the existing site grades. Additionally, 2 hand augers were advanced to depths of 2± feet within the existing grasslands. The soil samples recovered from the subsurface exploration were then sent to a laboratory for further testing to evaluate selected physical and engineering properties of the soils.

A paleontological literature review and collections and locality records search was conducted for the Specific Plan area using records from the Division of Geological Sciences at the San Bernardino County Museum (SBCM) and the Western Science Center (WSC) in Hemet, and data from existing paleontological literature. The field methodology included walking evenly spaced survey transects set approximately 10 to 15 meters apart while visually inspecting the ground surface, when possible. All potentially sensitive areas where paleontological resources might be located were closely inspected.

3.7.4 Relevant New and Modified General Plan Policies
There are no new and modified general plan policies applicable to geology and soils.

3.7.5 Environmental Impacts
2022 CERTIFIED EIR
The Certified EIR identified that development of the approved project would adhere to the California Building Code to ensure residents, employees, or visitors in Ontario would not be adversely affected by potential seismic-related hazards. Additionally, the Certified EIR identified that the approved project would not result in substantial soil erosion or the loss of topsoil. The approved project would also not exacerbate geologic hazards in the City, such as on- or off-site landslide, lateral spreading, subsidence, liquefaction, or collapse. Development associated with the approved project would not be located on expansive soil, as defined in Table 18-1B of the Uniform building Code (1994), creating substantial direct or indirect risks to life or property.

Development pursuant to the approved project would not involve the use of septic tanks or alternative waste water disposal systems that would not be supported by soils in the City. 1102

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The Certified EIR concluded that implementation of the approved project could directly or indirectly destroy a unique paleontological resource; however, paleontological resources impacts would be less than significant with mitigation incorporated.

PROPOSED PROJECT
a) Would the project subject residents [or occupants, visitors, etc.] to potential seismicrelated hazards, including the risk of loss, injury, or death involving:
i) Rupture of a known earthquake fault, as delineated on the most recent Alquist-Priolo Earthquake Fault Zoning Map issued by the State Geologist for the area or based on other substantial evidence of a known fault. (Refer to Division of Mines and Geology Special Publication 42.)
ii) Strong seismic ground shaking.
iii) Seismic-related ground failure, including liquefaction. iv) Landslides.

The 2022 Certified EIR found that policies of the Approved Project, and state regulations would ensure that the potential impacts from seismic-related hazards would be less than significant.

Policy Plan Amendment
Earthquakes
The Upper Santa Ana River Valley and vicinity contain a number of known earthquake faults, which are described above and shown on Figure 5.7-2. The City of Ontario is not within any Alquist-Priolo Earthquake Fault Zone (CGS 2025). Of the faults listed, the southern section of the San Andreas Fault is estimated to be capable of generating the greatest magnitude earthquake,

8.0. The most intense peak horizontal ground acceleration that any of these faults is estimated to be capable of generating in Ontario is approximately 0.54 g by the Chino Fault, which passes approximately 4 miles from the southwestern City boundary.

Although there are a number of know earthquake faults in the vicinity, any future projects considered for approval would be required to comply with seismic safety provisions of the CBC (Title 24, Part 2 of the California Code of Regulations). Such compliance would reduce hazards arising from ground shaking to less than significant.
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Liquefaction
Based on the groundwater levels throughout the City being greater than 50 feet below ground surface, there is currently no potential for liquefaction (Chino Basin Watermaster 2025).

Therefore, this impact is less than significant.

Seismically Induced Settlement
The Ontario area is underlain by young, unconsolidated alluvial deposits and artificial fill that may be susceptible to seismically induced settlement (see Figure 5.7-1). Implementation of the proposed project could indirectly increase the number of people and structures exposed to earthquake-related hazards. Projects developed under the proposed project would be required to comply with the most current seismic safety standards in the CBC. Chapter 16 of the CBC establishes design and construction requirements to address structural loads, including earthquake forces, and Chapter 18 includes standards for excavation, grading, fill, and foundation design. Therefore, this impact is less than significant.

Based on the preceding, the proposed project would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR. Therefore, this impact is less than significant. Policy Plan Amendment Significance without Mitigation: Less than significant.

Specific Plan
Ground Rupture
There are no known active or potentially active faults on or trending toward the Specific Plan area. Research of available maps indicates that the site is not located within an Alquist-Priolo Earthquake Fault Zone. No evidence of faulting was identified during the geotechnical investigations (Appendix F1: Appendix F2). As with the findings of the 2022 Certified EIR, the potential for the Specific Plan to expose people or structures to substantial adverse effects related to rupture of a known earthquake fault is considered less than significant.

Seismic Ground Shaking
The Specific Plan area is located in a seismically active area of southern California and is expected to experience moderate to severe ground shaking during the lifetime of the on-site uses. The risk is not substantially different than the risk to other properties throughout the southern California area. As a mandatory condition of approval, future development within the Specific Plan area would be required to construct buildings and associated structures in accordance with the California Building Standards Code (CBSC) and the Ontario Development Code. The CBSC and Ontario Development Code, which have been specifically tailored for 1104

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California earthquake conditions, provide building standards that must be met to safeguard life or limb, health, property, and public welfare by regulating and controlling the design, construction, quality of materials, use and occupancy, location, and maintenance of all buildings and structures. In addition, the CBSC (Chapter 18) requires development sites to be evaluated in preliminary soil reports to identify site-specific geologic and seismic conditions and provide sitespecific recommendations to preclude adverse effects involving unstable soils and strong seismic ground-shaking, including, but not limited to, recommendations related to ground stabilization, selection of appropriate foundation type and depths, and selection of appropriate structural systems. The geotechnical investigations prepared for the Specific Plan area include recommendations for design, construction, and grading considerations based on the Specific Plan area’s geological conditions. These geotechnical investigations comply with the requirements of Chapter 18 of the CBSC. Mandatory compliance with these standards and sitespecific design and construction measures would ensure future development associated with the Specific Plan would not expose people or structures to substantial adverse effects, including loss, injury or death, involving seismic ground shaking. As with the findings of the 2022 Certified EIR, impacts would be less than significant.

Seismic-Related Ground Failure
Subsurface conditions within the Specific Plan area are not considered susceptible to liquefaction. Future development implemented pursuant to the Specific Plan would be required to be designed and constructed in accordance with applicable seismic safety guidelines, including the standard requirements of the CBSC, as noted above. Furthermore, the Specific Plan would be required (via conditions of approval, as required by the Ontario Municipal Code) to comply with the grading and construction recommendations contained within the geotechnical investigations for the Specific Plan area to further reduce the risk of seismicrelated ground failure. As with the findings of the 2022 Certified EIR, the potential for the Specific Plan to expose people or structures to substantial hazards associated with seismicrelated ground failure is considered less than significant.

Landslides
The Specific Plan area is essentially flat, as is the immediately surrounding area. The Specific Plan area slopes downward to the south at a gradient of about one percent with localized variations, including berms and detention basins. The geotechnical investigations prepared for the Specific Plan area include retaining wall design recommendations for future development, which would ensure their structural soundness. These recommendations would be incorporated into the design and verified by the City during the plan check and permit issuance process.

Mandatory compliance with the recommendations in the geotechnical investigations would ensure that the EBPSP area is engineered and constructed to maximize stability and preclude safety hazards to on-site and abutting off-site areas. Accordingly, the Specific Plan area would not be exposed to substantial landslide risks, and implementation of Specific Plan land uses 1105

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would not pose a substantial direct or indirect landslide risk to surrounding properties. Impacts would be less than significant.

Based on the preceding, the EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR. Therefore, this impact is less than significant. Specific Plan Significance without Mitigation: Less than significant Impact GEO-1: Development of proposed project would adhere to the California Building Code to ensure residents, employees, or visitors in Ontario would not be adversely affected by potential seismic-related hazards.

Mitigation Measures
Mitigation Measures from the 2022 Certified EIR
The 2022 Certified EIR did not identify significant geology and soils impacts and therefore no mitigation measures were identified in the 2022 Certified EIR.

New Mitigation Measures
No significant impacts were identified and no mitigation measures are warranted. b) Would the project result in substantial soil erosion or the loss of topsoil? The 2022 Certified EIR found that policies of the approved project and state regulations would ensure that the potential impacts from erosion or the loss of topsoil would be less than significant.

Policy Plan Amendment
The young alluvial sediment and windblown sand underlying the City are generally granular, poorly consolidated, and very susceptible to erosion. Grading increases the potential for erosion by removing protective vegetation, changing natural drainage patterns, and constructing slopes.

Any future project developed consistent with the proposed project would be required to comply with the CBC and undergo review of grading plans for individual projects by the City Engineer which would ensure no significant impacts would occur. In addition, construction activities on project sites larger than one acre are required to prepare a SWPPP that details BMPs to reduce the potential for erosion during construction activities. The proposed project would result in an increase in land use intensity, but would not result in the development of new or previously 1106

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undeveloped areas in the city. Therefore, with compliance of safety provision, this impact is less than significant. Policy Plan Amendment Significance without Mitigation: Less than significant.

Specific Plan
Construction
Development of the Specific Plan area would result in the demolition of all structures on-site.

Additionally, grading and construction activities would occur that would expose and disturb soils that are currently covered by impervious surfaces. Disturbed soils would be subject to potential erosion during rainfall events or high winds due to the removal of stabilizing vegetation and building materials (e.g., existing concrete foundations) and exposure of these erodible materials to wind and water. Pursuant to the requirements of the State Water Resources Control Board (SWRCB), the applicant would be required to obtain coverage under the State’s General Construction Storm Water Permit for construction activities (NPDES permit). The NPDES permit is required for all development projects that include construction activities, such as clearing, grading, and/or excavation, that disturb at least one acre of total land area. In addition, the Specific Plan would be required to comply with the Santa Ana RWQCB’s Santa Ana River Basin Water Quality Control Program. Compliance with the NPDES permit and the Santa Ana River Basin Water Quality Control Program involves the preparation and implementation of a Stormwater Pollution Prevention Plan (SWPPP) for construction-related activities. The SWPPP would specify the Best Management Practices (BMPs) that the applicant would be required to implement during construction activities to ensure that waterborne pollution—including erosion/sedimentation—is prevented, minimized, and/or otherwise appropriately treated prior to surface runoff being discharged from the site. Examples of BMPs that may be utilized during construction include, but are not limited to, sandbag barriers, geotextiles, storm drain inlet protection, sediment traps, rip rap soil stabilizers, and hydro-seeding. Mandatory compliance with the SWPPP would ensure that the Specific Plan’s implementation does not violate any water quality standards or waste discharge requirements during construction activities.

Operations
At buildout, the Specific Plan area would be covered by buildings, landscaping, and impervious surfaces. Land uses implemented pursuant to the EBPSP would be required to implement erosion control measures pursuant to Ontario Municipal Code Title 6, Chapter 12. Stormwater runoff from the Specific Plan area would be captured, treated to reduce waterborne pollutants (including sediment), and conveyed off-site via an on-site storm drain system. Design for the onsite storm drain system improvements in the Specific Plan area would utilize a variety of Low Impact Development (LID) design concepts to detain, filter, and treat surface runoff. 1107

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The applicant would be required to prepare and implement a Water Quality Management Plan (WQMP) to demonstrate compliance with the City’s NPDES municipal stormwater permit, and to minimize the release of potential waterborne pollutants, including pollutants of concern for downstream receiving waters. The WQMP is a site-specific post-construction water quality management program designed to address the potential release of pollutants of concern for downstream receiving waters and other water pollutants through the use of BMPs.

Implementation of the WQMP ensures on-going, long-term protection of the watershed basin.

The Preliminary WQMP for the Specific Plan is included as Technical Appendix H2 to this SEIR.

Summary
Potential erosion impacts incurred during construction activities would be less than significant with mandated compliance with a City-approved SWPPP, as well as compliance with South Coast Air Quality Management District Rules that prohibit grading activities and site disturbance during high wind events. At Specific Plan buildout, potential soil erosion impacts would not occur, as pavement, roads, buildings, and landscaping would cover previously exposed soils.

Impacts would be less than significant. The EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR.

Specific Plan Significance without Mitigation: Less than significant.

Impact GEO-2: Implementation of the proposed project would not result in substantial soil erosion or the loss of topsoil.

New Mitigation Measures
No significant impacts were identified and no mitigation measures are warranted. 1108

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c) Would the project be located on a geologic unit or soil that is unstable, or that would become unstable as a result of the project and potentially result in on- or off-site landslide, lateral spreading, subsidence, liquefaction, or collapse? The 2022 Certified EIR found that policies of the approved project and state regulations would ensure that the potential impacts from geology and soils hazards would be less than significant.

Policy Plan Amendment
Ground Subsidence
The thick alluvial deposits comprising the Chino Subbasin may be susceptible to compaction, with resulting subsidence at the surface, in the event of rapid groundwater withdrawal. Surface subsidence of up to 2.5 feet and ground fissuring from groundwater extraction have been reported in Chino. Projects considered for approval under proposed project could expose structures or persons to potentially significant hazards from ground subsidence; however, compliance with the CBC and review of grading plans for individual projects by the City Engineer would ensure no significant impacts would occur.

Compressible Soils
The young sediments underlying the City are generally dry and loose in the upper few feet, and therefore are susceptible to compression. Much of the Ontario Ranch has been intensively farmed and is especially susceptible to compression. Developments approved pursuant to proposed project could expose persons or structures to potentially significant hazards from compressible soils; however, compliance with the CBC and review of grading plans for individual projects by the City Engineer would ensure no significant impacts would occur.

Summary
The proposed project would have similar geological hazards as the current TOP 2050. This is because while the proposed project would result in an increase in land use intensity, it would not result in development of new, previously undeveloped areas of the City. After compliance with the safety provisions of the CBC implementation of proposed project would have less-thansignificant impacts from geologic hazards. The proposed project would not result in new impacts or a substantial increase in the magnitude of impacts to geology and soils compared to the approved project. Therefore, this impact is less than significant. Policy Plan Amendment Significance without Mitigation: Less than significant. 1109

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Specific Plan
Landslide
The Specific Plan area is relatively flat, as is the immediately surrounding area. The site slopes downward to the south at a gradient of approximately one percent with localized variations, including berms and detention basins. As noted in the response to Threshold a, the geotechnical investigations include recommendations for retaining walls and manufactured slopes which would be incorporated into the design and verified by the City during the plan check and permit issuance process.

Subsidence
There is a low potential for subsidence to affect the Specific Plan area (Appendix F1; Appendix F2). Removal and recompaction of the near-surface existing soils is estimated to result in an average shrinkage of 5 to 15 percent for the western side and 6 to 14 percent for the eastern side of the Specific Plan area. Minor ground subsidence is expected to occur in the soils below the zone of removal, due to settlement and machinery working. The subsidence is estimated to be 0.10 feet (Appendix F1; Appendix F2).

Lateral Spreading and Liquefaction
Lateral spreading is primarily associated with liquefaction hazards. As noted above, the Specific Plan area is not susceptible to liquefaction. As such, there is a low potential for lateral spreading to affect the EBPSP.

Summary
The Specific Plan would be required to comply with the site-specific ground preparation and construction recommendations contained in the geotechnical investigations through the City’s conditions of approval. As such, the potential for the EBPSP be located on a geologic unit or soil that is unstable, or that would become unstable and potentially result in on- or off-site landslide, lateral spreading, subsidence, liquefaction, or collapse is considered less than significant. The EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR. Therefore, this impact is less than significant. Specific Plan Significance without Mitigation: Less than significant. 1110

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Impact GEO-3 The City of Ontario would not exacerbate geologic hazards in the City, such as on- or off-site landslide, lateral spreading, subsidence, liquefaction, or collapse.

New Mitigation Measures
No significant impacts were identified and no mitigation measures are warranted. d) Would the project be located on expansive soil, as defined in Table 18-1B of the Uniform Building Code (1994), creating substantial direct or indirect risks to life or property?
The 2022 Certified EIR found that policies of the approved project and state regulations would ensure that the potential impacts from geology and soils hazards would be less than significant.

Policy Plan Amendment
Expansive Soils
Expansive soils are likely in the southern parts of the City, where there are silts, sandy silts, and silty clays. Near-surface soils in the northern and central parts of the City are primarily granular, that is, silty sand, sand, and gravel; such sediments are usually nonexpansive or have very low expansion potential. Future projects in the southern part of the City could expose persons or structures to potentially significant hazards from expansive soils. However, compliance with the CBC and review of grading plans for individual projects by the City Engineer would ensure no significant impacts would occur.

The Policy Plan Amendment would have similar impacts from expansive soils as the current TOP 2050. Therefore, after compliance with the safety provisions of the CBC, this impact is less than significant. Policy Plan Amendment Significance without Mitigation: Less than significant. 1111

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Specific Plan
The near surface soils for the western side of the Specific Plan area generally consist of silty fine sands and sandy silts. These soils are expected to have a very low expansion potential (Appendix F1). The near surface soils for the eastern side of the Specific Plan area generally consist of silty sands, sandy silts and fine sands with occasional thin layers of clayey sands and sandy clays. Laboratory testing indicates that these materials also have a very low expansion potential (Appendix F2). No design considerations related to expansive soils are warranted for the Specific Plan area.

Accordingly, the Specific Plan would not create substantial direct or indirect risks to life or property associated with the presence of expansive soils. Impacts would be less than significant. The EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR.

Specific Plan Significance without Mitigation: Less than significant.

Impact GEO-4: Development associated with proposed project would not be located on expansive soil, as defined in Table 18-1B of the Uniform building Code (1994), creating substantial direct or indirect risks to life or property.

New Mitigation Measures
No significant impacts were identified and no mitigation measures are warranted. e) Would the project have soils incapable of adequately supporting the use of septic tanks or alternative wastewater disposal systems where sewers are not available for the disposal of wastewater?
The 2022 Certified EIR found that policies of the approved project, and state regulations would ensure that the potential impacts from geology and soils hazards would be less than significant.

Policy Plan Amendment
As further discussed in section 3.19, Utilities and Service Systems, wastewater from Ontario is treated at wastewater treatment facilities owned and operated by the IEUA. Use of septic tanks 1112

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would be limited to existing septic tanks, and new septic tanks would be constricted to areas not in practical proximity to existing sewer mains, dependent on approval by the Santa Ana Regional Water Quality Control Board on a case-by-case basis. The proposed project would not result in new impacts or a substantial increase in the magnitude of impacts to geology and soils compared to the approved project. Therefore, this impact is less than significant. Policy Plan Amendment Significance without Mitigation: Less than significant.

Specific Plan
The Specific Plan would install new sewer lines in Walker Avenue, Grove Avenue, Bon View Avenue, and Campus Avenue, and if needed, in Public Street ‘A’. All existing on-site septic systems would be removed. Land uses implemented pursuant to the Specific Plan would not utilize septic tanks or alternative wastewater systems. No impact related to the use of alternative wastewater systems would occur. The EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR.

Specific Plan Significance without Mitigation: No impact.

Impact GEO-5: Implementation of proposed project would not result in use of septic tanks or alternative waste water disposal systems that would not be supported by soils in the City.

New Mitigation Measures
No significant impacts were identified and no mitigation measures are warranted. f) Would the project directly or indirectly destroy a unique paleontological resource or site or unique geologic feature?
The 2022 Certified EIR found that buildout of the approved project would not result in impacts to paleontological resources with mitigation.
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Policy Plan Amendment
Geologic Features
As identified in Section 3.7.2, the geologic units exposed at the surface in Ontario consist of sediments less than 11,000 years old (Holocene) deposited either by water or wind. Such geology is common throughout the City and region and is not considered unique.

Paleontological Resources
Ontario is underlain by deposits of Quaternary and upper-Pleistocene sediments deposited during Pliocene and early Pleistocene time. Quaternary Older Alluvial sediments may contain significant, nonrenewable, paleontological resources and are therefore considered to have high sensitivity. Older Pleistocene alluvial sediments can yield fossil remains, often found at depths of 10 feet or more below existing ground surface. As previously discussed, the San Bernardino County Museum, Division of Geological Sciences, conducted the paleontological records search and found one previously known paleontological resource locality recorded by the Regional Paleontologic Locality Inventory, a computer database with positional and contextual data for more than 3,000 fossil localities throughout California and the southwestern United States. This review found one paleontological locality for the City area (SBCM 5.1.8). This locality yielded the remains of a mammoth from approximately 20 feet below the ground surface. As a result, the possibility of finding additional paleontological resources within City boundaries is moderate to high at depths of 10 feet or more below ground surface.

Existing federal, state, and local regulations address the provisions of studies to identify paleontological resources, review applications for projects that would potentially involve land disturbance, provide a project-level standard condition of approval that addresses unanticipated paleontological discoveries, and enforces requirements to develop specific mitigation measures if resources are encountered during any development activity.

Paleontological resources are recognized as nonrenewable; and therefore receive protection under the California Public Resources Code (Section 21083.2) and CEQA. Long-term implementation of Policy Plan Amendment would allow development (e.g., new development, infill development, redevelopment, and revitalization/restoration), including grading, of known and unknown sensitive areas. Grading and construction activities of undeveloped areas or redevelopment that requires more intensive soil excavation than in the past could potentially cause the disturbance of paleontological resources. Future development that would be accommodated by proposed project could potentially unearth previously unrecorded resources.

Therefore, the potential to uncover undiscovered archeological and paleontological resources is high. Like the approved project, paleontological resources impacts of proposed project would be potentially significant.
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Policy Plan Amendment Significance without Mitigation: Potentially significant Specific Plan
The Specific Plan area is located on the distal margins of the broad alluvial floodplain of the ancestral Santa Ana River. The Specific Plan area is mapped as middle Holocene-aged young sandy alluvial fan deposits. These young deposits overlie middle to late Pleistocene-aged very old sandy alluvial fan deposits, which are mapped at the surface south of the Specific Plan area.

A field survey of the Specific Plan area and the entire limits of disturbance was conducted to determine if any paleontological resources were visible. No bedrock outcrops were exposed that might indicate the presence of fossils. No paleontological resources or evidence of paleontological resources were observed during the survey (Appendix F3).

Potentially fossiliferous late Pleistocene alluvial fan deposits likely occur at a shallow depth below the Specific Plan area. These deposits underlie the Holocene young alluvial fan deposits mapped at the surface. The occurrence of terrestrial vertebrate fossils at shallow depths from Pleistocene alluvial fan sediments in Ontario is well documented as these soils may contain high paleontological sensitivity.

In the event that the construction activities encroach into older alluvial fan deposits, construction could result in impacts to important paleontological resources if such resources are unearthed and not properly treated. Therefore, similar to the 2022 Certified EIR, the potential to directly or indirectly destroy a unique paleontological resource buried beneath the ground surface is potentially significant. Therefore, this impact is potentially significant. Specific Plan Significance without Mitigation: Potentially significant.

Impact GEO-6: Implementation of TOP 2050 could directly or indirectly destroy a unique paleontological resource.

Mitigation Measure GEO-1-PPA [Former MM 5-2]: In areas of documented or inferred from evident archaeological and/or paleontological resource presence, City staff shall 1115

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require applicants for development permits to provide studies to document the presence/absence of such resources. On properties where resources are identified, such studies shall provide a detailed mitigation plan, including a monitoring program and recovery and/or in situ preservation plan, based on the recommendations of a qualified cultural preservation expert. The mitigation plan shall include the following requirements:

Archaeologists and/or pPaleontologist shall be retained for the project and will be on call during grading and other significant ground-disturbing activities.

Should any cultural resources be discovered, no further grading shall occur in the area of the discovery until the Planning Director or designee is satisfied that adequate provisions are in place to protect these resources.

New Mitigation Measures
Policy Plan Amendment
No new mitigation measures are proposed.

Specific Plan
Based on the findings of the Paleontological Assessment and in accordance with previous Mitigation Measure GEO-1-PPA, a Paleontological Resources Impact Mitigation Program (PRIMP) shall be prepared and implemented as required by Mitigation Measure GEO-1-SP.

Mitigation Measure GEO-1-SP: Prior to the issuance of a grading permit, a Paleontological Resources Impact Mitigation Program (PRIMP) shall be approved by the City of Ontario Planning department, as follows

1. All mitigation programs shall be performed by a qualified professional paleontologist, defined as an individual with an M.S. or Ph.D. in paleontology or geology who has ■
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proven experience and who is knowledgeable in professional paleontological procedures and techniques. Fieldwork may be conducted by a qualified paleontological monitor, defined as an individual who has experience in the collection and salvage of fossil materials. The paleontological monitor shall always work under the direction of a qualified paleontologist.

2. Monitoring of mass grading and excavation activities shall be performed by a qualified paleontologist or paleontological monitor. Starting at a depth of four feet below existing grade, monitoring will be conducted full-time in areas of grading or excavation in undisturbed sediments. Monitoring of artificial fill is not required.

3. If a fossil(s) is found at a shallower depth, earth disturbance activities should be halted within a radius of 50 feet from the location of the fossil, and the paleontologist shall be consulted to determine the significance of the fossilized remains. If the fossil is deemed significant by the paleontologist, fulltime monitoring should be initiated at the site.

4. Paleontological monitors will be equipped to salvage fossils as they are unearthed to avoid construction delays. The monitor must be empowered to temporarily halt or divert equipment from the affected area to allow removal of abundant or large specimens in a timely manner. Monitoring may be reduced if the potentially fossiliferous units are not present in the subsurface or, if present, are determined upon exposure and examination by qualified paleontological personnel to have low potential to contain fossil resources. The monitor shall notify the paleontologist, who will then notify the concerned parties of the discovery.

5. Paleontological salvage during trenching and boring activities is typically from the generated spoils and does not delay the trenching or drilling activities. Fossils will be collected and placed in cardboard flats or plastic buckets and identified by field number, collector, and date collected. Notes will be taken on the map location and stratigraphy of the site, which will be photographed before it is vacated, and the fossils are removed to a safe place. On mass grading projects, discovered fossil sites will be protected by flagging to prevent them from being overrun by earthmovers (scrapers) before salvage begins. Fossils will be collected in a similar manner, with notes and photographs being taken before removing the fossils. The precise location of the site is determined with the use of electronic handheld devices. If the site involves remains from a large terrestrial vertebrate, such as large bone(s) or a mammoth tusk, that is/are too large to be easily removed by a single monitor, a 1117

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fossil recovery crew shall excavate around the find, encase the find within a plaster and burlap jacket, and remove it after the plaster is set. For large fossils, use of the contractor’s construction equipment may be solicited to help move the jacket to a safe location.

6. Isolated fossils will be collected by hand, wrapped in protective materials, and placed in temporary collecting flats or five-gallon buckets. Notes will be taken on the map location and stratigraphy of the site, which will be photographed before it is vacated, and the fossils are moved to a safe place.

7. Particularly small invertebrate fossils typically represent multiple specimens of a limited number of organisms, and a scientifically suitable sample can be obtained from one to several 5-gallon buckets of fossiliferous sediment. If it is possible to dry screen the sediment in the field, a concentrated sample may consist of one or two buckets of material.

8. In accordance with the “Microfossil Salvage” section of the SVP guidelines (2010:7), bulk sampling and screening of fine-grained sedimentary deposits (including carbonate-rich paleosols) must be performed if the deposits are identified to possess indications of producing fossil “microvertebrates” to test the feasibility of the deposit to yield fossil bones and teeth. If indicators of potential microvertebrate fossils are found, screening of a test sample (approximately 600 pounds) is recommended, according to the SVP guidelines. If feasible, wet screening shall be conducted on the site. If screening yields significant fossils, then removing and processing a “standard sample” of 6,000 pounds shall be performed. If the test sample screening does not yield significant fossils, the standard sample screening is not performed.

9. In the laboratory, individual fossils will be cleaned of extraneous matrix, any breaks will be repaired, and the specimen, if needed, will be stabilized by soaking in an archivally approved acrylic hardener (e.g., a solution of acetone and Paraloid B-72).

10. Recovered specimens will be prepared to a point of identification and permanent preservation (not display), including screen-washing sediments to recover small invertebrates and vertebrates. Preparation of individual vertebrate fossils is often more time-consuming than for accumulations of invertebrate fossils.

11. Recovered specimens will be identified and curated into a professional, accredited public museum repository with a commitment to archival conservation and 1118

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permanent retrievable storage (e.g., the San Bernardino County Museum). The paleontological program should include a written repository agreement prior to the initiation of mitigation activities. Prior to curation, the lead agency (the City of Ontario) will be consulted on the repository/museum to receive the fossil material.

12. A final report of findings and significance will be prepared, including lists of all fossils recovered and necessary maps and graphics to accurately record their original location(s). The report, when submitted to and accepted by the City of Ontario, will signify satisfactory completion of the program to mitigate impacts to any potential nonrenewable paleontological resources (i.e., fossils) that might have been lost or otherwise adversely affected without such a program in place.

Significance After Mitigation
Policy Plan Amendment
Mitigation Measure GEO-1-PPA [Prior MM 5-2] requires that in the event of an unanticipated discovery of paleontological resources during grading and excavation of the site, a qualified paleontologist would assess the find and develop a course of action to preserve the find.

Therefore, Mitigation Measure GEO-1-PPA would reduce potential impacts to paleontological resources to a level that is less than significant.

Policy Plan Amendment Significance with Mitigation: Less than significant.

Specific Plan
The paleontological monitoring plan required by Mitigation Measure GEO-1-SP would mitigate any adverse impacts (loss or destruction) to potential nonrenewable paleontological resources (fossils), if present.

Specific Plan Significance with Mitigation: Less than significant.

3.7.6 Cumulative Impact Analysis
Proposed Project
The land use changes of the Policy Plan Amendment are comprehensive and encompasses the land use changes associated with the EBPSP and the concurrent Zoning changes. Therefore, cumulative impacts for the proposed project are described below. 1119

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Geological Hazards
Geology and soils impacts related to the proposed project would be specific to the sites of each development or redevelopment project under proposed project. Compliance with applicable state and local building regulations would be required of all development projects. Site-specific geologic hazards would be addressed by the geotechnical report required for each development project. The geologic investigation would identify the specific geologic and seismic characteristics on a site and provide guidelines for engineering design and construction to maintain the structural integrity of proposed structures and infrastructure. Therefore, compliance with applicable state and local building regulations and standard engineering practices related to seismic and geologic hazard reduction would prevent significant cumulative adverse impacts associated with geologic and seismic hazards. Impacts of the proposed project on geology and soils would not be cumulatively considerable. Therefore, this impact is less than significant.

Paleontological Resources
The area considered for cumulative impacts for paleontological resources is the City of Ontario.

Projects in the City of Ontario and would comply with federal and state regulations governing the treatment of paleontological resources. Mitigation measures for the Policy Plan Amendment (MM GEO-1-PPA) and the Specific Plan (MM GEO-1-SP) would ensure that impacts to paleontological resources are less than significant and would be less than cumulatively considerable. Therefore, this impact is less than significant.

Cumulative Impacts: The proposed project’s contribution to cumulative geology and soils impacts would not be cumulatively considerable.

3.7.7 References
BFSA. 2025. Paleontological Assessment for the Eucalyptus Business Park Specific Plan Project. (Appendix F3)
CGS (California Geological Survey). 2025. Fault Activity Map of California. https://maps.conservation.ca.gov/cgs/fam/.

Chino Basin Watermaster. 2025. 2024 State of the Basin: Chino Groundwater Basin. https://storymaps.arcgis.com/stories/7bdd20e4ec6b43aab2858bb1236c6079.

SCEDC (Southern California Earthquake Data Center) 2025. Earthquake Catalogs database. https://scedc.caltech.edu/earthquake/chronological.html. 1120

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SocalGeo. 2022a. Geotechnical Feasibility Study NWC Eucalyptus Avenue and Grove Avenue. (Appendix F1)
SocalGeo. 2022b. Geotechnically Feasibility Study NEC Eucalyptus Avenue and Grove Avenue. (Appendix F2)
SSC (Seismic Safety Commission). 2005. Status of the Unreinforced Masonry Building Law: 2004 Report to the Legislature. SSC 2005-02. https://ssc.ca.gov/wp-content/uploads/sites/ 9/2020/08/cssc_2005-02_Urm.pdf.

USGS (US Geological Survey). 2025. Interactive Quaternary Faults database. https://usgs.maps .arcgis.com/apps/webappviewer/index.html?id=5a6038b3a1684561a9b0aadf88412fcf. 1121

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3.8 GREENHOUSE GAS EMISSIONS
This section of the Draft Supplemental Environmental Impact Report (SEIR) evaluates the potential greenhouse gas (GHG) emissions impacts of the TOP 2050 Policy Plan Amendment and the EBPSP (proposed project) compared to the current TOP (approved project) and impacts identified in the 2022 Certified EIR. Because no single project is large enough to result in a measurable increase in global concentrations of GHG, climate change impacts of a project are considered on a cumulative basis. This evaluation is based on the methodology recommended by the South Coast Air Quality Management District (South Coast AQMD). Cumulative impacts related to GHG emissions are based on GHG emissions in California.

GHG emissions modeling for the TOP 2050 Policy Plan Amendment is included in Appendix C1 of this SEIR. Transportation-sector impacts are based on trip generation and vehicle miles traveled (VMT), as provided by Fehr & Peers (Appendix K1). The GHG analysis for the EBPSP is included in Appendix C6 of this SEIR.

Terminology
Greenhouse gases (GHG). Gases in the atmosphere that absorb infrared light, thereby retaining heat in the atmosphere and contributing to a greenhouse effect.

Global warming potential (GWP). Metric used to describe how much heat a molecule of a greenhouse gas absorbs relative to a molecule of carbon dioxide (CO2) over a given period of time (20, 100, and 500 years). CO2 has a GWP of 1.

Carbon dioxide-equivalent (CO2e). The standard unit to measure the amount of greenhouse gases in terms of the amount of CO2 that would cause the same amount of warming. CO2e is based on the GWP ratios between the various GHGs relative to CO2. MTCO2e. Metric ton of CO2e.

MMTCO2e. Million metric tons of CO2e.

Greenhouse Gases and Climate Change
Scientists have concluded that human activities are contributing to global climate change by adding large amounts of heat-trapping gases, known as GHGs, to the atmosphere. The primary source of these GHGs is fossil fuel use. The Intergovernmental Panel on Climate Change (IPCC) has identified 4 major GHGs—water vapor, carbon dioxide (CO2), methane (CH4), and ozone (O3)—that are the likely cause of an increase in global average temperatures observed in the 20th and 21st centuries. Other GHGs identified by the IPCC that contribute to global warming to ■
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a lesser extent are nitrous oxide (N2O), sulfur hexafluoride (SF6), hydrofluorocarbons, perfluorocarbons, and chlorofluorocarbons (IPCC 2001).1,2 The major GHGs applicable to the proposed project are briefly described.

Carbon dioxide (CO2) enters the atmosphere through the burning of fossil fuels (oil, natural gas, and coal), solid waste, trees and wood products, and respiration, and also as a result of other chemical reactions (e.g., manufacture of cement). Carbon dioxide is removed from the atmosphere (sequestered) when it is absorbed by plants as part of the biological carbon cycle.

Methane (CH4) is emitted during the production and transport of coal, natural gas, and oil.

Methane emissions also result from livestock and other agricultural practices and from the decay of organic waste in landfills and water treatment facilities.

Nitrous oxide (N2O) is emitted during agricultural and industrial activities as well as during the combustion of fossil fuels and solid waste.

GHGs are dependent on the lifetime, or persistence, of the gas molecule in the atmosphere.

Some GHGs have a stronger greenhouse effect than others. These are referred to as high GWP gases. The GWP of GHG emissions are shown in Table 3.8-1, GHG Emissions and Their Relative Global Warming Potential. The GWP is used to convert GHGs to CO2-equivalence (CO2e) to show the relative potential that different GHGs have to retain infrared radiation in the atmosphere and contribute to the greenhouse effect. For example, under IPCC’s Fifth Assessment Report (AR5), GWP values for CH4, 10 MT of CH4 would be equivalent to 280 MT of CO2. 1 Water vapor (H2O) is the strongest GHG and the most variable in its phases (vapor, cloud droplets, ice crystals); however, water vapor is not considered a pollutant because it is considered part of the feedback loop rather than a primary cause of change. 2
Black carbon contributes to climate change both directly, by absorbing sunlight, and indirectly, by depositing on snow (making it melt faster) and by interacting with clouds and affecting cloud formation. Black carbon is the most strongly light-absorbing component of particulate matter (PM) emitted from burning fuels such as coal, diesel, and biomass. The share of black carbon emissions from transportation is dropping rapidly and is expected to continue to do so between now and 2030 as a result of California’s air quality programs. The remaining black carbon emissions will come largely from woodstoves/fireplaces, off-road applications, and industrial/commercial combustion (CARB 2022). However, state and national GHG inventories do not include black carbon due to ongoing work resolving the precise global warming potential of black carbon. Guidance for CEQA documents does not yet include black carbon.
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Table 3.8-1 GHG Emissions and Their Relative Global Warming Potential GHGs
Fourth Assessment
Report (AR4)
GWP Relative to CO2
1 Fifth Assessment
Report (AR5)
GWP Relative to CO2
1 Sixth Assessment
Report (AR6)
GWP Relative to CO2 1 Carbon Dioxide (CO2) 1 1 1
Methane2(CH4) 25 28 30
Nitrous Oxide (N2O) 298 265 273
Source: IPCC 2007, 2013, and 2023.

Notes: GWP = global warming potential. The IPCC published updated GWP values in its Sixth Assessment Report (AR6) that reflect latest information on atmospheric lifetimes of GHGs and an improved calculation of the radiative forcing of CO2. However, GWP values identified in AR5 are used by the 2022 Scoping Plan for long-term emissions forecasting.

1. Based on 100 year time horizon of the GWP of the air pollutant compared to CO2.

2. The methane GWP includes direct effects and indirect effects due to the production of tropospheric ozone and stratospheric water vapor. The indirect effect due to the production of CO2 is not included.

HUMAN INFLUENCE ON CLIMATE CHANGE
For approximately 1,000 years before the Industrial Revolution, the amount of GHGs in the atmosphere remained relatively constant. During the 20th century, however, scientists observed a rapid change in the climate and the quantity of climate change pollutants in the Earth’s atmosphere that is attributable to human activities.

The recent IPCC Sixth Assessment Report (AR6) summarizes the latest scientific consensus on climate change. It finds that atmospheric concentrations of CO2 have increased by 50 percent since the Industrial Revolution and continue to increase at a rate of two parts per million each year. By the 2030s, and no later than 2040, the world will exceed 1.5°C warming (CARB 2022).

These recent changes in the quantity and concentration of climate change pollutants far exceed the extremes of the ice ages, and the global mean temperature is warming at a rate that cannot be explained by natural causes alone. Human activities are directly altering the chemical composition of the atmosphere through the buildup of climate change pollutants (CAT 2006). In the past, gradual changes in the Earth’s temperature changed the distribution of species, availability of water, and other conditions. Human activities are accelerating this process so that environmental impacts associated with climate change no longer occur in a geologic time frame but within a human lifetime (IPCC 2007).

Like the variability in the projections of the expected increase in global surface temperatures, the environmental consequences of gradual changes in the Earth’s temperature are hard to predict. Projections of climate change depend heavily upon future human activity. Therefore, climate models are based on different emission scenarios that account for historical trends in emissions and on observations of the climate record that assess the human influence of the trend and projections for extreme weather events. Climate-change scenarios are affected by 1124

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varying degrees of uncertainty. For example, there are varying degrees of certainty on the magnitude of the trends for:

Warmer and fewer cold days and nights over most land areas.

Warmer and more frequent hot days and nights over most land areas.

An increase in frequency of warm spells/heat waves over most land areas.

An increase in frequency of heavy precipitation events (or proportion of total rainfall from heavy falls) over most areas.

Larger areas affected by drought.

Intense tropical cyclone activity increases.

Increased incidence of extreme high sea level (excluding tsunamis).

POTENTIAL CLIMATE CHANGE IMPACTS FOR CALIFORNIA
There is at least a greater than 50 percent likelihood that global warming will reach or exceed

1.5°C in the near-term, even for the very low GHG emissions scenario (IPCC 2022). Climate change is already impacting California and will continue to affect it for the foreseeable future.

For example, the average temperature in most areas of California is already 1°F (~0.56°C) higher than historical levels, and some areas have seen average increases in excess of 2°F (~1.1°C) (CalOES 2020). The California Fourth Climate Change Assessment identifies the following climate change impacts under a business-as-usual scenario, in which no new actions are taken to curb GHG emissions:

Annual average daily high temperatures in California are expected to rise by 2.7°F by 2040,

5.8°F by 2070, and 8.8°F by 2100 compared to observed and modeled historical conditions.

These changes are statewide averages. Heat waves are projected to become longer, more intense, and more frequent.

Warming temperatures are expected to increase soil moisture loss and lead to drier seasonal conditions. Summer dryness may become prolonged, with soil drying beginning earlier in the spring and lasting longer into the fall and winter rainy season.

High heat increases the risk of death from cardiovascular, respiratory, cerebrovascular, and other diseases.

Droughts are likely to become more frequent and persistent through 2100.3 3 Overall, California has become drier over time, with five of the eight years of severe to extreme drought occurring between 2007 and 2016, and with unprecedented dry years in 2014 and 2015 (OEHHA 2018). ■
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Climate change is projected to increase the strength of the most intense precipitation and storm events affecting California.

Mountain ranges in California are already seeing a reduction in the percentage of precipitation falling as snow. Snowpack levels are projected to decline significantly by 2100 due to reduced snowfall and faster snowmelt.

Marine layer clouds are projected to decrease, though more research is needed to better understand their sensitivity to climate change.

Extreme wildfires (i.e., fires larger than 10,000 hectares or 24,710 acres) would occur 50 percent more frequently. The maximum area burned statewide may increase 178 percent by the end of the century.

Exposure to wildfire smoke is linked to increased incidence of respiratory illness.

Sea level rise is expected to continue to increase erosion of beaches, cliffs, and bluffs. (CalOES 2020)
Global climate change risks to California are shown in Table 3.8-2, Summary of GHG Emissions Risks to California, and include impacts to public health, water resources, agriculture, coastal sea level, forest and biological resources, and energy.

Table 3.8-2 Summary of GHG Emissions Risks to California Impact Category Potential Risk
Public Health Impacts Heat waves will be more frequent, hotter, and longer Fewer extremely cold nights
Poor air quality made worse
Higher temperatures increase ground-level ozone levels
Water Resources Impacts Decreasing Sierra Nevada snow pack Challenges in securing adequate water supply
Potential reduction in hydropower
Loss of winter recreation
Statewide precipitation has become increasingly variable from year to year, with the driest consecutive four years occurring from 2012 to 2015 (OEHHA 2018).
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Table 3.8-2 Summary of GHG Emissions Risks to California Impact Category Potential Risk
Agricultural Impacts Increasing temperature
Increasing threats from pests and pathogens
Expanded ranges of agricultural weeds
Declining productivity
Irregular blooms and harvests
Coastal Sea Level Impacts Accelerated sea level rise
Increasing coastal floods
Shrinking beaches
Worsened impacts on infrastructure
Forest and Biological Resource
Impacts
Increased risk and severity of wildfires
Lengthening of the wildfire season
Movement of forest areas
Conversion of forest to grassland
Declining forest productivity
Increasing threats from pest and pathogens
Shifting vegetation and species distribution
Altered timing of migration and mating habits
Loss of sensitive or slow-moving species
Energy Demand Impacts Potential reduction in hydropower Increased energy demand
Sources: CEC 2006, 2009; CCCC 2012; CNRA 2014; CalOES 2020.

3.8.1 Regulatory Framework
This section describes the federal, State, regional, and local regulations applicable to GHG emissions.

FEDERAL
United States Environmental Protection Agency
The US Environmental Protection Agency (EPA) announced on December 7, 2009, that GHG emissions threaten the public health and welfare of the American people and that GHG emissions from on-road vehicles contribute to that threat. The EPA’s final findings respond to the 2007 U.S. Supreme Court decision that GHG emissions fit within the Clean Air Act definition of air pollutants. The findings do not impose any emission reduction requirements, but allow 1127

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the EPA to finalize the GHG standards proposed in 2009 for new light-duty vehicles as part of the joint rulemaking with the Department of Transportation (USEPA 2009).

To regulate GHGs from passenger vehicles, the EPA was required to issue an endangerment finding (USEPA 2025a). The finding identified emissions of 6 key GHGs—CO2, CH4, N2O, hydrofluorocarbons, perfluorocarbons, and SF6—that have been the subject of scrutiny and intense analysis for decades by scientists in the United States and around the world. The first 3 are applicable to the proposed project’s GHG emissions inventory because they constitute the majority of GHG emissions, and according to guidance by the South Coast AQMD, are the GHG emissions that should be evaluated as part of a project’s GHG emissions inventory. In response to President Trump’s “Unleashing American Energy” EO, published on January 20, 2025, the EPA announced on March 12, 2025, its intention to reconsider regulations and actions that rely on the Endangerment Finding (Holland & Knight 2025). The March 12, 2025, announcement specifically targets the following, which impact GHG emissions:

Advanced Clean Trucks (ACT) Plan
Control of Air Pollution from New Motor Vehicles: Heavy-Duty Engine and Vehicle Standards Multi-pollutant Emissions Standards for model year 2027 and Later Light- and Medium-Duty Vehicles
Greenhouse Gas Emissions Standards for Heavy-Duty Vehicles: Phase 3.

Corporate Average Fuel Economy (CAFE) Standards
On February 12, 2026, EPA finalized its rescission of the 2009 Greenhouse Gas Endangerment Finding.

US Mandatory Reporting Rule for GHGs (2009)
In response to the endangerment finding, the EPA issued the Mandatory Reporting of GHG Rule that requires substantial emitters of GHG emissions (e.g., large stationary sources) to report GHG emissions data. Facilities that emit 25,000 MTCO2e or more per year are required to submit an annual report; however, under the announcement released by the USEPA on March 12, 2025, related to reconsideration of GHG reporting requirements, the EPA would rescind reporting requirements for a substantial portion of the Greenhouse Gas Reporting Program (GHGRP) (covering most source categories) and would suspend reporting obligations for the remaining sectors (those under Subpart W of the GHGRP) until reporting year 2034 (Holland & Knight 2025).
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Federal Fuel Economy and Fuel Standards
Update to Corporate Average Fuel Economy Standards
The federal government issued new Corporate Average Fuel Economy (CAFE) standards in 2012 for model years 2017 to 2025, which required a fleet average of 54.5 miles per gallon (mpg) in 2025. On March 30, 2020, the EPA finalized an updated CAFE and GHG emissions standards for passenger cars and light trucks and established new standards covering model years 2021 through 2026, known as the Safer Affordable Fuel Efficient (SAFE) Vehicles Final Rule for Model Years 2021 to 2026.

On June 7, 2024, the National Highway Traffic Safety Administration (NHTSA) announced final CAFE standards for passenger cars and light trucks built in model years 2027 to 2031 and final fuel efficiency standards for heavy-duty pickup trucks and vans built in model years 2030 to 2035. The final rules establish standards that would require an industry fleetwide average of approximately 50.4 mpg for passenger cars and light trucks in model year 2031, by increasing fuel economy by 2 percent year over year for passenger cars (model years 2027 to 2031) and for light trucks (model years 2029 to 2031). For heavy-duty pickup trucks and vans, the final rule would increase fuel efficiency at a rate of 10 percent per year (model years 2030 to 2032) and 8 percent per year (model years 2033 to 2035) (NHTSA 2024).

Multi-pollutant Emissions Standards for Model Years 2027 and Later Light-Duty and Medium-Duty Vehicles
In 2024, the EPA issued a final rule, “Multi-Pollutant Emissions Standards for Model Years 2027 and Later Light-Duty and Medium-Duty Vehicles,” that sets new, more protective standards to reduce harmful air pollutant emissions from light-duty and medium-duty vehicles starting with model year 2027 (USEPA 2025b).
2025 Rollback of CAFE and Federal Fuel Standards
While both the new CAFE standards and fuel standard are currently in effect, the Trump Administration directed the Department of Transportation to rescind and replace all existing CAFE standards and emissions standards on January 29, 2025. This action targeted regulations covering model years 2024 through 2035 for both light-duty and heavy-duty vehicles.

On June 11, 2025, the NHTSA published the final rule, “Resetting the Corporate Average Fuel Economy Program.” This rule does not immediately change current fuel economy standards; 1129

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however, the rule clarifies the NHTSA’s interpretation of its obligations for CAFE standards stemming from the Energy Policy and Conservation Act of 1975 and the Energy Independence and Security Act of 2007. The rule asserts that some regulations, such as those established under previous presidential administrations, improperly considered EVs when identifying the “maximum feasibility” average fuel economy level upon which CAFE standards are developed, thereby establishing a legal foundation for future rollbacks of CAFE standards (NHTSA 2025).

STATE
Current State of California guidance and goals for reductions in GHG emissions are generally embodied in Executive Order (EO) S-03-05 and EO B-30-15, EO B-55-18, Assembly Bill (AB) 32, Senate Bill (SB) 32, AB 1279, and SB 375.

Executive Order S-03-05
EO S-03-05 was signed June 1, 2005, and set the following GHG reduction targets for the state:
2000 levels by 2010
1990 levels by 2020
80 percent below 1990 levels by 2050
Assembly Bill 32, the Global Warming Solutions Act (2006) AB 32 was passed by the California State legislature on August 31, 2006, to place the state on a course toward reducing its contribution of GHG emissions. AB 32 follows the 2020 tier of emissions reduction targets established in EO S-03-05. The California Air Resources Board (CARB) prepared the 2008 Scoping Plan to outline a plan to achieve the GHG emissions reduction targets of AB 32.

Senate Bill 32 and Assembly Bill 197
In September 2016, the California Governor signed SB 32 and AB 197 into law, making the EO B30-15 goal for year 2030 into a statewide mandated legislative target. AB 197 established a joint legislative committee on climate change policies and requires CARB to prioritize direct emissions reductions rather than the market-based cap-and-trade program for large stationary, mobile, and other sources.

Executive Order B-55-18
EO B-55-18, signed September 10, 2018, sets a goal “to achieve carbon neutrality as soon as possible, and no later than 2045, and achieve and maintain net negative emissions thereafter.” EO B-55-18 directs CARB to work with relevant State agencies to ensure future Scoping Plans identify and recommend measures to achieve the carbon neutrality goal. The goal of carbon neutrality by 2045 is in addition to other statewide goals, meaning not only should emissions be ■
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reduced to 80 percent below 1990 levels by 2050, but that, by no later than 2045, the remaining emissions be offset by equivalent net removals of CO2e from the atmosphere, including through sequestration in forests, soils, and other natural landscapes.

Assembly Bill 1279
On August 31, 2022, the California Legislature passed AB 1279, which requires California to achieve net-zero GHG emissions no later than 2045 and to achieve and maintain negative GHG emissions thereafter. Additionally, AB 1279 also establishes a GHG emissions reduction goal of 85 percent below 1990 levels by 2045. CARB will be required to update the scoping plan to identify and recommend measures to achieve the net-zero and GHG emissions-reduction goals. 2022 Climate Change Scoping Plan
CARB adopted the 2022 Scoping Plan for Achieving Carbon Neutrality (2022 Scoping Plan) on December 15, 2022, which lays out a path to achieve carbon neutrality by 2045 or earlier and to reduce the state’s anthropogenic (human-caused) GHG emissions (CARB 2022). The Scoping Plan provides updates to the previously adopted 2017 Scoping Plan and addresses the carbon neutrality goals of EO B-55-18 and the ambitious GHG reduction target as directed by AB 1279.

Previous Scoping Plans focused on specific GHG reduction targets for our industrial, energy, and transportation sectors—to meet 1990 levels by 2020, and then the more aggressive 40 percent below that for the 2030 target. The 2022 Scoping Plan updates the target of reducing anthropogenic emissions to 85 percent below 1990 levels by 2045. Carbon neutrality takes it one step further by expanding actions to capture and store carbon including through natural and working lands and mechanical technologies, while drastically reducing anthropogenic sources of carbon pollution at the same time.

The path forward was informed by the recent Sixth Assessment Report (AR6) of the IPCC and the measures would achieve 85 percent below 1990 levels by 2045 in accordance with AB 1279.

CARB’s 2022 Scoping Plan identifies strategies as shown in Table 3.8-3, Priority Strategies for Local Government Climate Action Plans, which would be most impactful at the local level for ensuring substantial progress toward the State’s carbon neutrality goals. 1131

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Table 3.8-3 Priority Strategies for Local Government Climate Action Plans Priority Area Priority Strategies
Transportation
Electrification
Convert local government fleets to zero-emission vehicles (ZEV) and provide EV charging at public sites.

Create a jurisdiction-specific ZEV ecosystem to support deployment of ZEVs statewide (such as building standards that exceed state building codes, permit streamlining, infrastructure siting, consumer education, preferential parking policies, and ZEV readiness plans).

VMT Reduction Reduce or eliminate minimum parking standards.

Implement Complete Streets policies and investments, consistent with general plan circulation element requirements.

Increase access to public transit by increasing density of development near transit, improving transit service by increasing service frequency, creating bus priority lanes, reducing or eliminating fares, microtransit, etc.

Increase public access to clean mobility options by planning for and investing in electric shuttles, bike share, car share, and walking
Implement parking pricing or transportation demand management pricing strategies.

Amend zoning or development codes to enable mixed-use, walkable, transitoriented, and compact infill development (such as increasing allowable density of the neighborhood).

Preserve natural and working lands by implementing land use policies that guide development toward infill areas and do not convert “greenfield” land to urban uses (e.g., green belts, strategic conservation easements)
Building
Decarbonization
Adopt all-electric new construction reach codes for residential and commercial uses.

Adopt policies and incentive programs to implement energy efficiency retrofits for existing buildings, such as weatherization, lighting upgrades, and replacing energyintensive appliances and equipment with more efficient systems (such as Energy Star-rated equipment and equipment controllers).

Adopt policies and incentive programs to electrify all appliances and equipment in existing buildings such as appliance rebates, existing building reach codes, or time of sale electrification ordinances.

Facilitate deployment of renewable energy production and distribution and energy storage on privately owned land uses (e.g., permit streamlining, information sharing).

Deploy renewable energy production and energy storage directly in new public projects and on existing public facilities (e.g., solar photovoltaic systems on rooftops of municipal buildings and on canopies in public parking lots, battery storage systems in municipal buildings).

Source: CARB 2022.
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Based on Appendix D of the 2022 Scoping Plan, for residential and mixed-use development projects, CARB recommends first demonstrating that these land use development projects are aligned with State climate goals based on the attributes of land use development that reduce operational GHG emissions while advancing fair housing. Attributes that accommodate growth in a manner consistent with the GHG and equity goals of SB 32 have all the following attributes:

Transportation Electrification
Provide electric vehicle (EV) charging infrastructure that, at a minimum, meets the most ambitious voluntary standards in the California Green Building Standards Code at the time of project approval.

Vehicle Miles Traveled (VMT) Reduction
Locate projects on infill sites that are surrounded by existing urban uses and reuse or redevelop previously undeveloped or underutilized land that is presently served by existing utilities and essential public services (e.g., transit, streets, water, sewer).

The project does not result in the loss or conversion of the State’s natural and working lands.

The project consists of transit-supportive densities (minimum of 20 residential dwelling units/acre), or is in proximity to existing transit stops (within a half mile), or satisfies more detailed and stringent criteria specified in the region’s Sustainable Communities Strategy (SCS).

The project reduces parking requirements by: - Eliminating parking requirements or including maximum allowable parking ratios (i.e., the ratio of parking spaces to residential units or square feet); or - Providing residential parking supply at a ratio of <1 parking space per dwelling unit; or - For multifamily residential development, require parking costs to be unbundled from costs to rent or own a residential unit.

At least 20 percent of the units are affordable to lower-income residents.

Result in no net loss of existing affordable units.

Building Decarbonization
Uses all electric appliances without any natural gas connections and does not use propane or other fossil fuels for space heating, water heating, or indoor cooking. (CARB 2022) The second approach to project-level alignment with State climate goals is net-zero GHG emissions, especially for new residential development. The third approach to demonstrating project-level alignment with State climate goals is to align with GHG thresholds of significance, ■
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which many local air quality management and air pollution control districts have developed or adopted (CARB 2022).

Senate Bill 375
SB 375, the Sustainable Communities and Climate Protection Act, was adopted in 2008 to connect the GHG emissions reduction targets established in the 2008 Scoping Plan for the transportation sector to local land use decisions that affect travel behavior. Its intent is to reduce GHG emissions from light-duty trucks and automobiles (excludes emissions associated with goods movement) by aligning regional long-range transportation plans, investments, and housing allocations to local land use planning to reduce VMT and vehicle trips. Specifically, SB 375 required CARB to establish GHG emissions reduction targets for each of the 18 metropolitan planning organizations (MPO). The Southern California Association of Governments (SCAG) is the MPO for the Southern California region, which includes Los Angeles, Orange, San Bernardino, Riverside, Ventura, and Imperial Counties. Pursuant to the recommendations of the Regional Transportation Advisory Committee, CARB adopted per capita reduction targets for each of the MPOs rather than a total magnitude reduction target.

Update to the SB 375 Targets
Pursuant to the recommendations of the Regional Transportation Advisory Committee, CARB adopted per capita reduction targets for each of the MPOs rather than a total magnitude reduction target. CARB is required to update the targets for the MPOs every eight years. In June 2017, CARB released updated targets and technical methodology, and then released another update in February 2018, which became effective in October 2018 (CARB 2018). All sustainable communities strategies (SCS) adopted after October 1, 2018, are subject to these new targets.

The SB 375 targets are in units of percent per capita reduction in GHG emissions from automobiles and light trucks compared to 2005. This excludes reductions anticipated from implementation of state technology and fuels strategies and any potential future state strategies such as statewide road user pricing. The proposed targets call for greater per capita GHG emission reductions from SB 375 than are currently in place, which for 2035 translates into proposed targets that either match or exceed the emission reduction levels in an MPO’s currently adopted SCS. CARB staff began the target update process in 2024 with a public workshop and plans to conclude it in 2026 with Board approval of the new targets (CARB 2025a).

Additional GHG Sector-Specific Regulations
Table 3.8-4, GHG Sector-Specific Regulations, lists specific sector regulations that help reduce GHG emissions.
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Table 3.8-4 GHG Sector-Specific Regulations
Sector Regulations
Transportation AB 1493, EO S-01-07, EO B-16-2012, EO N-79-20 Renewables Portfolio: Carbon
Neutrality Regulations
SB 1078, SB 107, SB X1-2, EO S-14-08, SB 350, SB 100, SB 1020 Energy Efficiency California Building Code: Building Energy Efficiency Standards, California Building Code: CALGreen, 2006 Appliance Efficiency Regulations
Solid Waste Diversion AB 939, AB 341, AB 1327, AB 1826
Water Efficiency SBX7-7, AB 1881
Short-Lived Climate Pollution
Reduction Strategy
SB 1383
Source: Appendix C1.

REGIONAL
SCAG’s 2024-2050 RTP/SCS
SB 375 requires each MPO to prepare an SCS in its regional transportation plan (RTP/SCS). For the SCAG region, the 2024-2050 RTP/SCS, Connect SoCal, was adopted on April 4, 2024, and is an update to the 2020-2045 RTP/SCS. In general, the RTP/SCS outlines a development pattern for the region that, when integrated with the transportation network and other transportation measures and policies, would reduce VMT from automobiles and light-duty trucks and thereby reduce GHG emissions from these sources.

Connect SoCal focuses on the continued efforts of the previous RTP/SCSs to integrate transportation and land use strategies in development of the SCAG region through the horizon year 2050 (SCAG 2024). Connect SoCal forecasts that the SCAG region will meet its GHG per capita reduction targets of 8 percent by 2020 and 19 percent by 2035. It also forecasts that implementation of the plan will reduce VMT per capita in year 2050 by 6.3 percent compared to baseline conditions for that year. Connect SoCal includes a “Core Vision” that centers on maintaining and better managing the transportation network for moving people and goods while expanding mobility choices by locating housing, jobs, and transit closer together, and increasing investments in transit and complete streets (SCAG 2024). 1135

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Riverside-San Bernardino-Ontario MSA Priority Climate Action Plan In March 2024, the regional Riverside-San Bernardino-Ontario metropolitan statistical area (MSA) Priority Climate Action Plan (PCAP) was developed by 3 councils of governments:

Coachella Valley Association of Governments (CVAG), San Bernardino County Transportation Agency (SBCTA), and Western Riverside Council of Governments (WRCOG). The City of Ontario is a beneficiary of the PCAP, which provides a plan to reduce GHG emissions for the entire Riverside-San Bernardino-Ontario MSA based on a compilation of existing and new analysis that includes GHG inventories across all sectors, assessment of reduction potential across each sector, and the development of 3 regional measures (i.e., light-duty vehicle infrastructure, building decarbonization, and goods movement decarbonization) (SBCTA 2024). The PCAP includes a broad range of measures geared to addressing climate change and its impacts by reducing GHG emissions associated with sectors of energy, transportation, water, waste, offroad transportation, and agriculture. The PCAP contains existing and forecast emissions inventories for each of the 3 subregions and planned GHG emission reductions by 2030 for each jurisdiction within the region. The City has adopted its own Community Climate Action Plan (CCAP) to guide local strategies for reducing GHG emissions at the community level. A discussion regarding the CCAP is provided in the following section, “Local.” LOCAL
City of Ontario Municipal Code
The City’s Municipal Code is organized by volume, title, chapter, and article. The following regulations relate to GHG emissions impacts.

Volume II, Title 8, Building Regulations, adopts the 2022 California Building Code.

Volume II, Title 8, Chapter 10, Energy Code, adopts the 2022 California Energy Code.

Volume I, Title 3, Chapter 10, Mobile Source Air Pollution Fees, supports South Coast AQMD’s imposition of vehicle registration fee and to bring the City into compliance with the requirements in Health & Safety Code Section 44243 in order to receive fee revenues for the purpose of implementing programs to reduce air pollution from motor vehicles.

City of Ontario 2022 Climate Action Plan
The City of Ontario adopted the CCAP in August 2022 to reduce GHG emissions and achieve SB 32 emission reduction targets by year 2030 and additional reductions beyond year 2030. The CCAP is an update to the 2014 Community Action Plan and provides an updated emissions ■
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inventory, emissions forecast, and reduction strategy analysis. The CCAP is consistent with CEQA Guidelines Section 15183.5 through 2030 because the emission reductions it demonstrates are consistent with Statewide 2030 reduction targets; however, the CCAP post-2030 reduction targets predate the State’s current 2045 emission reduction targets and carbon neutrality goal and so are not aligned with them (Ontario 2022).

3.8.2 Existing Conditions
CALIFORNIA’S GHG SOURCES AND RELATIVE CONTRIBUTION
In 2025, the statewide GHG emissions inventory was updated for 2000 to 2023 emissions using the GWPs in IPCC’s AR4 and reported that California produced 360.4 MMTCO2e GHG emissions in 2023 (3.0 percent lower than 2022 levels). Since peak levels in 2004, California’s GHG emissions have generally followed a decreasing trend. By 2014, statewide GHG emissions dropped below the 2020 GHG limit (AB 32 target for year 2020) and have remained below that limit ever since. Additionally, the carbon intensity of California’s economy (the amount of carbon pollution per million dollars of gross state product) is declining (CARB 2025b).

California’s transportation sector remains the largest source of GHG emissions, producing

37.1 percent of the state’s total emissions. Industrial sector emissions make up 18.6 percent, and electric power generation make up 15.9 percent of the state’s emissions inventory. Other major sectors of GHG emissions include residential and commercial (12.0 percent), agriculture and forestry (8.1 percent), high GWP emissions (5.9 percent), and recycling and waste (2.4 percent).

Emissions from the transportation sector (e.g., on-road vehicles) have generally decreased since their peak in 2002, but this sector has experienced periods of growth and decline. A decrease through 2023 was primarily due to reductions from on-road sources, likely from an increased use in EVs and more fuel-efficient vehicles over that timeframe, and the subsequent decrease in the amount of fuel used. Electricity emissions also have decreased since the early 2000s due to the deployment of renewable and less carbon-intensive resources, leading to reduced dependence on fossil-fuel electricity generation. Emissions from the industrial sector decreased from 2022, largely due to the continued downward trend in oil and gas production (CARB 2025b).

POLICY PLAN AMENDMENT
City of Ontario Existing Emissions
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generate GHG emissions from vehicle trips, building energy use, water use, solid waste generation, and refrigerants.

SPECIFIC PLAN
The Specific Plan area is currently used for mostly agricultural uses, including dairy farming.

GHGs commonly generated by these types of uses include Methane (CH4) from enteric fermentation, Nitrous Oxide (N2O) from manure and fertilizers, and Carbon Dioxide (CO2) from soil liming, fertilizer, and fuel. CH4 is the leading GHG associated with milk production, making up about 62 percent of the farm-gate life cycle GHG emissions.

3.8.3 Standards for Analysis

SIGNIFICANCE CRITERIA
Appendix G, “Environmental Checklist Form,” of the California Environmental Quality Act (CEQA) Guidelines states that the proposed project would result in a significant impact related to greenhouse gas emissions if it would:
a) Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment.
b) Conflict with an applicable plan, policy, or regulation adopted for the purpose of reducing the emissions of greenhouse gases.

THRESHOLD GUIDANCE
Policy Plan Amendment
Consistency with a GHG Reduction Plan
CEQA Guidelines Section 15183.5, Tiering and Streamlining the Analysis of Greenhouse Gas Emissions, allows for lead agencies to analyze and mitigate the significant effects of GHG emissions at a programmatic level. Pursuant to CEQA Guidelines Section 15183.5, later projectspecific environmental documents may tier from and/or incorporate by reference the GHG reduction plan so long as they include the following plan elements.

Quantify greenhouse gas emissions, both existing and projected over a specified time period, resulting from activities within a defined geographic area.

Establish a level, based on substantial evidence, below which the contribution to greenhouse gas emissions from activities covered by the plan would not be cumulatively considerable.
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Identify and analyze the greenhouse gas emissions resulting from specific actions or categories of actions anticipated within the geographic area.

Specify measures or a group of measures, including performance standards, that substantial evidence demonstrates, if implemented on a project-by-project basis, would collectively achieve the specified emissions level.

Establish a mechanism to monitor the plan’s progress toward achieving the level and to require amendment if the plan is not achieving specified levels.

Be adopted in a public process following environmental review.

The CCAP was adopted in a public process following environmental review in August 2022. The CCAP included and updated a GHG inventory for Ontario based on the latest community protocols and GWPs. The CCAP provided emissions forecasts for 2030 and 2050 and established GHG emissions targets for 2030 consistent with SB 32. The CCAP identified State and local measures to reduce GHG emissions and quantified GHG reductions associated with these measures. With implementation of the GHG reduction measures, the CCAP provides a flexible path to reduce the community’s GHG emissions to achieve the 2030 target pursuant to SB 32.

While the CCAP includes a forecast with reductions for the 2050 horizon, it was based on the reductions needed to achieve the 2050 target set by EO S-03-05 and predates the passage of AB 1279 that established updated reduction targets through year 2045. Consequently, the CCAP is a qualified GHG reduction plan through 2030 but does not provide a tiering opportunity that is aligned with existing legislative reduction targets for subsequent projects with a post-2030 buildout horizon.

Because the CCAP is the City’s current GHG reduction strategy for the City, the proposed project will be assessed for consistency with the strategies of the City’s CCAP as the applicable plan adopted for reducing GHG emissions. For the City’s CCAP, impacts of the Policy Plan Amendment are further assessed against the per capita threshold identified in the CCAP. The 2050 GHG per capita goal in the CCAP is:

2.0 MTCO2e per person (service population)
CARB 2022 Scoping Plan
The Policy Plan Amendment forecasts growth in the City through year 2050; therefore, this Draft SEIR analyzes the potential for the Policy Plan Amendment to conflict with statewide GHG reduction goals identified in the CARB 2022 Scoping Plan that are applicable to local ■
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governments, which reflect the legislative reduction targets of AB 1279.4 AB 1279 established a carbon neutrality goal of 85 percent below 1990 levels by 2045. The State’s 2022 Scoping Plan provides statewide strategies to achieve the GHG reduction goals of AB 1279. To provide a GHG emissions target for the City’s community emissions in line with the AB 1279 targets, the City’s AB 1279 reduction target was estimated based on the baseline emissions in the City’s CCAP. The City’s 2008 emissions were 2,212,900 MTCO2e, which corresponds to an estimated 1990- equivalent level of 1,880,970 MTCO2e, based on state guidance that 1990 emissions for local governments are 15 percent below 2005-2010 levels (Ontario 2022). An 85 percent reduction from estimated 1990 levels would require the City’s 2050 emissions5 to achieve the following
annual GHG emissions target in 2050 to be consistent with AB 1279 for the Policy Amendment component of the proposed project:
282,140 MTCO2e
Specific Plan
To provide guidance to local lead agencies on determining significance for GHG emissions in their CEQA documents, South Coast AQMD convened a GHG CEQA Significance Threshold Working Group. Based on the last Working Group meeting (Meeting No. 15) in September 2010, South Coast AQMD identified a tiered approach for evaluating GHG emissions for development projects where South Coast AQMD is not the lead agency, which is based on an emissions capture rate of 90 percent. A 90 percent emission capture rate means that 90 percent of total emissions from all projects would be subject to a CEQA analysis. Further, a 90 percent emission capture rate sets the emission threshold low enough to capture a substantial fraction of future stationary source projects that will be constructed to accommodate future statewide population and economic growth, while setting the emission threshold high enough to exclude small projects that will in aggregate contribute a relatively small fraction of the cumulative statewide GHG emissions. 4
The 2022 Scoping Plan includes statewide measures to achieve the state’s carbon neutrality goals under EO B-55- 18 such as carbon dioxide removal (CDR) that are not applicable to local governments. Carbon neutrality goals are a “no impact” level and not a “less than significant” impact level for climate change effects. There are presently no reliable means of forecasting how future technological developments related to carbon dioxide removal may affect future emissions in a planning jurisdiction. Therefore, carbon neutrality targets are not directly applicable to local governments and CEQA projects to mitigate GHG emissions impacts of a proposed project. Moreover, AB 1279 GHG reduction targets for 2045 are in line with the scientifically established levels needed in the U.S. to limit global warming below 1.5 to 2.0 degrees Celsius, the warming threshold at which scientists say there will likely be major climate disruptions such as super droughts and rising sea levels. For these reasons, the targets of AB 1279 are applicable to the SEIR. However, the CCAP includes measures that align with the state’s carbon neutrality goals under EO B-55-18 and per capita targets under SB 32. 5 The State has not adopted a quantitative GHG emissions reduction target beyond 2045; however, the State aspires to achieve net zero GHG emissions as soon as possible, but no later than 2045, and to achieve and maintain net negative GHG emissions thereafter.
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In determining this level of emissions, data available from South Coast AQMD was utilized.

South Coast AQMD used a database of projects that contained 798 projects, 60 of which were extremely large General Plan Updates, Master Plans, or Specific Plan projects. The 60 very large projects were removed from the database in order not to skew the emissions value, leaving a net of 738 projects. In addition, 27 projects were found to be outliers that would skew the emission value too high, leaving 711 as the sample population to use in determining the 90th percentile capture rate.

The South Coast AQMD analysis of the 711 projects within the sample population combined commercial, residential, and mixed-use projects. It should be noted that the sample of projects included warehouses and other light industrial land uses but did not include industrial processes (i.e., oil refineries, heavy manufacturing, electric generating stations, mining operations, etc.). Emissions from each of these projects were calculated by South Coast AQMD to provide a consistent method of emissions calculations.

The South Coast AQMD analysis determined that the 90th percentile ranged from 2,983 to 3,143 MT CO2e per year. Therefore, a 3,000 MT CO2e per year value is the low-end value within that range rounded to the nearest hundred tons of emissions and is used in defining small projects that are considered less than significant and do not need to provide further analysis.

Although the 3,000 MT CO2e per year threshold was never adopted, it was developed and recommended by South Coast AQMD, an expert agency, based on substantial evidence as provided in the Draft Guidance Document – Interim CEQA Greenhouse Gas Significance Threshold document and subsequent Working Group meetings. Further, this threshold has been used for hundreds, if not thousands, of GHG analyses performed for projects located within the South Coast AQMD jurisdiction. As such, EBPSP emissions would be considered significant if the 3,000 MT CO2e per year threshold was exceeded.

Mass Emissions and Health Effects
On December 24, 2018, in Sierra Club et al. v. County of Fresno et al. (Friant Ranch), the California Supreme Court determined that the EIR for the proposed Friant Ranch project failed to adequately analyze the project’s air quality impacts on human health. The EIR prepared for the project, which involved a master planned retirement community in Fresno County, showed that project-related mass emissions would exceed the San Joaquin Valley Air Pollution Control District’s regional significance thresholds. In its findings, the California Supreme Court affirmed the holding of the Court of Appeal that EIRs for projects must not only identify impacts to human health, but also provide an “analysis of the correlation between the project’s emissions and human health impacts” related to each criterion air pollutant that exceeds the regional significance thresholds or explain why it could not make such a connection. In general, the ruling focuses on the correlation of emissions of toxic air contaminants and criteria air pollutants and their impact to human health.
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In 2009, the EPA issued an endangerment finding for six GHGs—CO2, CH4, N2O, hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), and SF6—to regulate GHG emissions from passenger vehicles. The endangerment finding is based on evidence that shows an increase in mortality and morbidity associated with increases in average temperatures, which increase the likelihood of heat waves and ozone levels. The effects of climate change are identified in Table

3.8-2. Though identified effects such as sea level rise and increased extreme weather can indirectly impact human health, neither the EPA nor CARB has established ambient air quality standards for GHG emissions. The state’s GHG reduction strategy outlines a path to avoid the most catastrophic effects of climate change, and the state’s GHG reduction goals and strategies are based on the path to reducing statewide cumulative GHGs as outlined in AB 32, SB 32, and EO S-03-05.

Because no single project is large enough to result in a measurable increase in global concentration of GHG emissions, climate change impacts of a project are considered on a cumulative basis. Without federal ambient air quality standards for GHG emissions and given the cumulative nature of GHG emissions and the South Coast AQMD’s significance thresholds, which are tied to reducing the state’s cumulative GHG emissions, it is not feasible at this time to connect the project’s specific GHG emissions to the potential health impacts of climate change.

METHODOLOGY
Policy Plan Amendment
This GHG evaluation was prepared in accordance with the requirements of CEQA to determine if significant GHG impacts are likely to occur in conjunction with future development that would be accommodated by the proposed project.

The emissions inventory and forecast for the Policy Plan Amendment utilizes a community emissions accounting method that includes sources that are in the indirect and direct jurisdictional control of the City of Ontario (geographic region).6 The community GHG emissions
inventory and forecast is based on activity data compiled for TOP 2050 (see Appendix C1). The community emissions inventory was compiled using the United States Community Protocol for Accounting and Reporting of Greenhouse Gas Emissions (U.S. Community Protocol) accounting protocols, which were first developed in 2012 and last updated in 2019. The following is a summary of the assumptions used for the community GHG emissions analysis:

Building Energy. Emissions associated with electricity and natural gas use for residential and nonresidential land uses in the city were based on the energy forecast without state actions 6 Emissions from permitted sources are excluded from the existing emissions inventory because the reductions associated with the Industrial sector are regulated separately by South Coast AQMD or are otherwise not under the jurisdiction of the City.
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conducted for the emissions inventory for the CCAP. Forecasts are adjusted for increases in dwelling units for residential electricity and natural gas use and non-residential square footage for non-residential electricity and natural gas use in the city. Southern California Edison (SCE) carbon intensity factors for year 2050 are based on statutory compliance with SB 100 to provide 100 percent of in-state electricity sales sourced from eligible renewable and carbon-free sources by 2045.

Transportation. Transportation emissions forecasts were modeled using emissions data with adjusted factors from CARB’s EMFAC2021 V1.0.2 web database.7 Model runs were based on
daily VMT data provided by Fehr & Peers (see Appendix K1) and calendar year 2050 emission rates. The VMT is based on the origin-destination methodology using the San Bernardino Transportation Analysis Model+ (SBTAM+) and includes the full trip length for land uses in the city and a 50 percent reduction in the trip length for externalinternal/internal-external trips based on the recommendations of CARB’s Regional Targets Advisory Committee (RTAC) under SB 375.8
Consistent with CARB’s methodology within the
Climate Change Scoping Plan Measure Documentation Supplement, daily VMT was multiplied by 347 days per year to account for reduced traffic on weekends and holidays to determine annual emissions.

Off-Road Equipment. Estimates for the Approved TOP are based on air quality and greenhouse gas emissions modeling conducted for the 2022 Certified EIR. The modeling used CARB’s OFFROAD2021 V1.0.1 web database to estimate emissions from agricultural, light commercial, and construction within the City. The agricultural equipment forecast for the proposed project assumes there is no remaining farmland in the city. The construction equipment forecast for the proposed project was assumed to be similar to historic levels.

The lawn and garden forecast for the proposed project is adjusted for changes in housing 7 EMFAC2021 emissions projections assumed implementation of California’s Advanced Clean Trucks (ACT) Regulation and the Heavy-Duty Low NOX Omnibus Regulation, which had been authorized by EPA waivers under the CAA. The ACT and Omnibus regulations were disapproved by congressional resolutions H.J. Resolution 87 and H.J. Resolution 89, respectively, both of which were signed by the president on June 12, 2025. The CARB adjustment factors released for EMFAC2021 address the effects of the resolutions on the forecast emissions data in EMFAC2021. 8
For accounting purposes, there are three types of trips:

Internal-Internal. Vehicle trips that originated and terminated within the city (Internal-Internal, I-I). Using the accounting rules established by RTAC, 100 percent of the length of these trips and their emissions are attributed to the city.

Internal-External/External-Internal. Vehicle trips that either originated or terminated (but not both) in the city (Internal-External or External-Internal, I-X and X-I). Using the accounting rules established by RTAC, 50 percent of the trip length for these trips is attributed to the city.

External-External. Vehicle trips that neither originated nor terminated in the city. These trips are commonly called pass-through trips (External-External, X-X). Using the accounting rules established by RTAC, these trips are not counted toward the city's VMT or emissions.
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growth in the City. The light commercial/industrial equipment forecast for the proposed project is adjusted for changes in employment in the City.

Refrigerant Leakage. Refrigerants are based on the statewide 2021 refrigerant use and statewide population based on the 2021 census data in order to derive emissions per person. Emissions from this sector are based on AR5.

Solid Waste Disposal. GHG emissions released from trash collected from residents and businesses were quantified using the 2050 forecast per capita GHG emissions from the 2019 inventory developed for the CCAP.

Water Use and Wastewater Treatment. GHG emissions from this sector include indirect GHG emissions from the embodied energy associated with water use and wastewater generation and fugitive GHG emissions from processing wastewater. The total annual existing and proposed water demand/wastewater generation in the city are based on the water demand factors from the City of Ontario, 2024 Water Demand and Sewer Flow Factors Technical Memorandum (see Appendix L1). Electricity use from water use is estimated using energy rates identified by in the 2022 CalEEMod Users Guide (CAPCOA 2022). Then energy is multiplied by the carbon intensity of energy. Wastewater treatment also results in direct CH4 emissions from wastewater processing, which are based on the emission rates identified in the 2022 CalEEMod Users Guide (CAPCOA 2022).

Life-cycle emissions are not included in this analysis because not enough information is available for the proposed project, and therefore they would be speculative.9 Black carbon
emissions are not included in the GHG analysis because CARB does not include this short-lived climate pollutant in the State’s GHG emissions inventory but treats it separately.10 9 Life cycle emissions include indirect emissions associated with materials manufacture. However, these indirect emissions involve numerous parties, each of which is responsible for GHG emissions of their particular activity.

The California Resources Agency, in adopting the CEQA Guidelines Amendments on GHG emissions found that lifecycle analysis was not warranted for project-specific CEQA analysis in most situations, for a variety of reasons, including lack of control over some sources, and the possibility of double-counting emissions (see Final Statement of Reasons for Regulatory Action, December 2009). Because the amount of materials consumed during the operation or construction of the proposed project is not known, the origin of the raw materials purchased is not known, and manufacturing information for those raw materials is also not known, calculation of life cycle emissions would be speculative. A life-cycle analysis is not warranted (LCI 2008). 10 Particulate matter emissions, which include black carbon, are analyzed in Section 3.3, Air Quality. The majority of anthropogenic sources come from transportation—specifically, heavy-duty vehicles. The share of black carbon emissions from transportation is dropping rapidly and is expected to continue to do so between now and 2030 as a result of California’s air quality programs. The remaining black carbon emissions will come largely from woodstoves/fireplaces, off-road applications, and industrial/commercial combustion (CARB 2022). ■
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Specific Plan
CalEEMod
The California Air Pollution Control Officers Association (CAPCOA) in conjunction with other California air districts, including South Coast AQMD, released CalEEMod 2022 in May 2022. The purpose of the model is to calculate construction-source and operational-source criteria pollutants and GHG emissions from direct and indirect sources; and quantify applicable air quality and GHG reductions achieved from mitigation measures. Accordingly, the latest version of CalEEMod has been used to determine the GHG emissions associated with the EBPSP.

CalEEMod includes GHG emissions from the following source categories: construction, area, energy, mobile, waste, water, refrigerants, and stationary sources.

3.8.4 Relevant New and Modified General Plan Policies
There are no applicable policy changes.

3.8.5 Environmental Impacts
2022 CERTIFIED EIR
The 2022 Certified EIR identified that implementation of Ontario’s Community Climate Action Plan would meet the GHG reduction target established under SB 32 and Executive Order S-03- 05 and progress toward the State’s carbon neutrality goal, and thus result in less than significant GHG emissions impacts associated with the approved project with respect to established legislative reduction targets at the time. Goals and policies in TOP and actions in the CCAP were determined to minimize GHG emissions generated by the residential and nonresidential land uses in the City.

PROPOSED PROJECT
a) Would the project generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment?
The 2022 Certified EIR identified that with implementation of the CCAP, the approved project would achieve the EO S-03-05 GHG emissions reduction targets, resulting in an 80 percent decrease in the GHG emissions in the City by 2050 from existing conditions, and would make substantial progress toward the State’s carbon neutrality goals under EO B-55-18. Impacts related to GHG emissions were identified as less than significant. 1145

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Policy Plan Amendment
Horizon Year 2050 Emissions Forecast
Buildout of the proposed project is not linked to a specific development time frame but is assumed over a 25-year horizon. The proposed project is an update to the current TOP 2050 to guide the City’s development and conservation through 2050. The community GHG emissions inventory for the proposed project compared to the approved project is shown in Table 3.8-5, City of Ontario GHG Emissions Forecast. As shown in this table, the increase in development and population associated with the proposed project compared to the approved project would result in a slight increase in total GHG emissions across all sectors; however, the GHG emissions efficiency of the proposed project, expressed in GHG emissions per service population, would remain the same as the approved project because of regulations adopted to reduce GHG emissions and the natural turnover of California’s on-road vehicle fleets, where newer, more efficient vehicles gradually replace older, less efficient ones. Overall, GHG emissions associated with the proposed project would be slightly higher compared to those of the approved project in the absence of local measures identified in the CCAP and would not meet AB 1279 carbon neutrality target.

Table 3.8-5 City of Ontario GHG Emissions Forecast
Emissions Sector
GHG Emissions (MTCO2e/year)
Current TOP
2050 %
Proposed
Project % Net Change %
Building Electricity 0 0% 0 0% 0 0%
Building Natural Gas 552,783 22% 570,967 22% 18,184 3%
On-Road Transportation 1,594,833 63% 1,644,577 63% 49,744 3% Off-Road Vehicles and
Equipment 75,897 3% 76,077 3% 180 0%
Solid Waste/Landfills 111,042 4% 115,490 4% 4,448 4%
Refrigerants 185,362 7% 192,786 7% 7,425 4%
Water Use 15,400 1% 15,685 1% 285 2%
Wastewater Treatment 4,482 <1% 4,676 <1% 194 4%
Total Community
Emissions 2,539,799 100% 2,620,257 100% 80,459 3%
AB 1279 Target –
282,140 MTCO2e
Does Not
Achieve Target
Does Not
Achieve Target
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Table 3.8-5 City of Ontario GHG Emissions Forecast
Emissions Sector
GHG Emissions (MTCO2e/year)
Current TOP
2050 %
Proposed
Project % Net Change %
Service Population (SP) 710,472 728,776 18,304 3%
MTCO2e/SP 3.6 3.6 0.0 <1%
CCAP 2050 per capita goal 2.0 2.0
Achieves CCAP 2050 per
capita goal?
Does Not
Achieve Per
Capita Goal
Does Not
Achieve Per
Capita Goal
Source: Appendix C1.

Note: Based on GWPs in the IPCC Fifth Assessment Report (AR5). Emissions may not total to 100 percent due to rounding.

While growth in the City would cumulatively contribute to GHG emissions impacts, implementation of the TOP 2050 policies could help minimize energy and mobile-source emissions, as listed below. For example, Environmental Resources Element policies ER-3.1 through ER-3.6 would contribute to reducing emissions from energy consumption by increasing energy efficiency and transitioning from natural gas to renewable energy systems. Policies ER-4.1, ER-4.5, M-1.4, M-1.6, M-2.1 through M-2.4, M-3.3, and M-3.10 would contribute to reducing emissions from mobile sources by supporting transit-oriented development and nonmotorized mobility options.

ER-3.1: Conservation Strategy. We require conservation as the first strategy to be employed to meet applicable energy-saving standards.

ER-3.2: Green Development – Communities. We encourage the use of the LEED Neighborhood Development rating system, or similar mechanism, to guide the planning and development of all new communities.

ER-3.3: Building and Site Design. We require new construction to incorporate energy efficient building and site design strategies, which could include appropriate solar orientation, maximum use of natural daylight, passive solar, and natural ventilation.

ER-3.4: Green Development – Public Buildings. We require all new and substantially renovated City buildings in excess of 10,000 square feet achieve a LEED Silver Certification standard, as determined by the U.S. Green Building Council. ■
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ER-3.5: Fuel-Efficient and Alternative Energy Vehicles and Equipment. We require purchase and use vehicles and equipment that are fuel efficient and meet or surpass state emissions requirements and/or use renewable sources of energy.

ER-3.6: Generation – Renewable Sources. We promote the use of renewable energy sources (e.g., solar, wind, biomass) in public and private sector development.

ER-4.1: Land Use. We reduce GHG and other local pollutant emissions through compact, mixed use, and transit-oriented development and development that improves the regional jobs-housing balance.

ER-4.5: Transportation. We promote mass transit and non-motorized mobility options (walking, biking) to reduce air pollutant emissions.

M-1.4: Complete Streets. We work to provide a complete, balanced, context-aware, multimodal transportation network that meets the needs of all users of streets, roads, and highways, including motorists, pedestrians, bicyclists, children, persons with disabilities, seniors, movers of commercial goods, and users of public transportation. We prioritize implementation of complete streets improvements in environmental justice areas to facilitate opportunities for residents to use active transportation systems.

M-1.6: Reduce Vehicle Miles Traveled. We will strive to reduce VMT through a combination of land use, transportation projects, travel demand management strategies, and other trip reduction measures in coordination with development projects and public capital improvement projects.

M-2.1: Active Transportation. We maintain our Active Transportation Master Plan to create a comprehensive system of on- and off-street bikeways and pedestrian facilities that are safe, comfortable, and accessible and connect residential areas, businesses, schools, parks, and other key destination points.

M-2.2: Bicycle System. We provide off-street multipurpose trails and Class II bikeways as our preferred paths of travel and use the Class III for connectivity in constrained circumstances.

When truck routes and bicycle facilities share a right-of-way, we prefer Class I or Class IV bicycle facilities. We require new development to include bicycle facilities, such as bicycle parking and secure storage areas.

M-2.3: Pedestrian Walkways. We require streets to include sidewalks and visible crosswalks at major intersections where necessary to promote safe and comfortable mobility between residential areas, businesses, schools, parks, recreation areas, and other key destination points.
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M-2.4: Network Opportunities. We use public rights-of-way and easements such as, utility easements, levees, drainage corridors, road rights-of-way, medians, and other potential options to maintain and expand our bicycle and pedestrian network. In urban, mixed- use, and transit-oriented Place Types, we encourage the use of underutilized public and private spaces to expand our public realm and improve pedestrian and bicycle connectivity.

M-3.3: Transit-Oriented Development. We may provide additional development-related incentives to those inherent in the Land Use Plan for projects that promote transit use and reduce vehicle miles traveled.

M-3.10: Multimodal Transportation Center. We intend to ensure the development of a multimodal transportation center near ONT airport to serve as a transit hub with amenities for transit riders, pedestrians, and bicyclists transitioning to local buses, BRT, the Gold Line, high-speed rail, the proposed Ontario Airport Metro Center Circulator, and other future transit modes. We support locations for the multimodal transportation center that are north of ONT airport, between Vineyard Avenue and Interstate 15.

Implementation of the TOP 2050 policies would contribute to minimizing GHG emissions in the City to the extent feasible. However, GHG emissions are projected to increase 3 percent more than the approved project and would not achieve the State’s carbon neutrality targets of AB 1279.

Therefore, the proposed project’s GHG emissions compared to the approved project are considered potentially significant in regard to meeting the State’s long-term reduction goals and achieving substantial progress toward carbon neutrality. As identified above, the 2022 Certified EIR identified less than significant impacts with regard to GHG emissions. Therefore, the proposed project would result in a new impact compared to that identified in the 2022 Certified EIR.

Policy Plan Amendment Significance without Mitigation: Potentially significant.

Specific Plan
Construction
Construction-related emissions are expected from the following activities.

Demolition
Site Preparation
Grading
Building Construction
Paving
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Architectural Coating
For construction phase emissions, GHGs are quantified and amortized over the life of a project.

To amortize the emissions over the life of the EBPSP, the South Coast AQMD recommends calculating the total GHG emissions for construction activities, dividing it by a 30-year project life then adding that number to the annual operational phase GHG emissions. As such, construction emissions were amortized over a 30-year period and added to the annual operational phase GHG emissions. The total and amortized construction emissions for each phase of construction are presented in Tables 3.8-6, Amortized Annual EBPSP Construction Emissions – Phase 1, 3.8-7, Amortized Annual EBPSP Construction Emissions – Phase 2, and 3.8- 8, Amortized Annual EBPSP Construction Emissions – Phase 3. As shown in Tables 3.8-6 through

3.8-8, the total amortized GHG emissions at buildout of Phases 1, 2, and 3 would total 262 MT CO2e/yr.

Table 3.8-6 Amortized Annual EBPSP Construction Emissions – Phase I Year
Emissions (MT/yr)
CO2 CH4 N2O Refrigerants Total CO2e
2027 1,829 0.08 0.11 1 1,864
2028 1,408 0.05 0.09 1 1,438
Total 3,238 0.13 0.20 3 3,302
Amortized 108 <0.01 0.01 0.09 110
Source: Appendix C6
Note: totals may not add up to 100 percent due to rounding Table 3.8-7 Amortized Annual EBPSP Construction Emissions – Phase 2 Year
Emissions (MT/yr)
CO2 CH4 N2O Refrigerants Total CO2e
2028 852 0.05 0.06 0.35 871
2029 1,723 0.06 0.09 1 1,753
Total 2,575 0.11 0.15 2 2,624
Amortized 86 <0.01 <0.01 0.05 87
Source: Appendix C6
Note: totals may not add up to 100 percent due to rounding ■
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Table 3.8-8 Amortized Annual EBPSP Construction Emissions – Phase 3 Year
Emissions (MT/yr)
CO2 CH4 N2O Refrigerants Total CO2e
2030 1,273.05 0.06 0.07 0.49 1,296.63
2031 637.03 0.02 0.03 0.28 646.03
Total 1,910.08 0.08 0.10 0.77 1,942.67
Amortized 63.67 0.00 0.00 0.03 64.76
Source: Appendix C6
Note: totals may not add up to 100 percent due to rounding Operation
Operations of the EBPSP would generate CO2, CH4, N2O, and Refrigerant emissions. Primary emissions sources would include:

Mobile Source Emissions
Area Source Emissions
Energy Source Emissions
Water Supply, Treatment, and Distribution
Solid Waste
Refrigerants
Stationary Source Emissions
Cargo Handling Equipment Source Emissions.

The estimated EBPSP-related GHG emissions for all phases are summarized in Table 3.8-9, EBPSP GHG Emissions – Phase 1 (Unmitigated), Table 3.8-10, EBPSP GHG Emissions – Phases 1 and 2 (Unmitigated), and Table 3.8-11, EBPSP GHG Emissions – Phases 1, 2, and 3 (Unmitigated) based on the project phasing. As shown in these tables, the EBPSP would result in GHG emissions of approximately 46,847 MTCO2e/yr at buildout and would exceed the numeric threshold of 3,000 MTCO2e/yr. Thus, the EBPSP would result in a potentially significant impact with respect to GHG emissions. The 2022 Certified EIR identified less than significant impacts with regard to GHG emissions. Therefore, the proposed project would result in a new impact compared to that identified in the 2022 Certified EIR.
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Table 3.8-9 EBPSP GHG Emissions – Phase 1 (Unmitigated) Source
Emissions (MT/yr)
CO2 CH4 N2O Refrigerants Total CO2e
Annual construction emissions 108 0 0.01 0.09 110
Mobile 15,525 0.88 2 17 16,093
Area 36 0 0 0 36
Energy 1,645 0.16 0.02 0 1,655
Water 396 9.21 0.22 0 692
Waste 112 11.17 0 0 391
Refrigeration 0 0 0 5 5
Stationary 8 0 0 0 8
Cargo Handling Equipment — 237
Total CO2e (All Sources) 19,227
Source: Appendix C6
Note: totals may not add up to 100 percent due to rounding. Construction emissions are amortized over a 30-year project lifetime.

Table 3.8-10 EBPSP GHG Emissions – Phases 1 and 2 (Unmitigated) Source
Emissions (MT/yr)
CO2T CH4 N2O Refrigerants Total CO2e
Annual construction emissions 194 0.01 0.01 0.14 197.52 Mobile 32,016 1.71 3 33 33,115
Area 48 0 0.00 0 48
Energy 3,252 0.31 0.04 0 3,271
Water 758 17.62 0.42 0 1,325
Waste 250 24.98 0 0 874
Refrigeration 0 0 0 10 10
Stationary 17 0 0 0 17
Cargo Handling Equipment — 426
Total CO2e (All Sources) 39,284
Source: Appendix C6
Note: totals may not add up to 100 percent due to rounding. Construction emissions are amortized over a 30-year project lifetime.
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Table 3.8-11 EBPSP GHG Emissions – Phases 1, 2, and 3 (Unmitigated) Source
Emissions (MT/yr)
CO2T CH4 N2O Refrigerants Total CO2e
Annual construction emissions 257 0.01 0.01 0.17 262
Mobile 38,873 2 4 33 40,217
Area 60 0.00 0 0 60
Energy 3,168 0.40 0.05 0 3,192
Water 767 22 0.53 0 1,476
Waste 309 31 0 0 1,082
Refrigeration 0 0 0 16 16
Stationary 21 0 0 0 21
Cargo Handling Equipment — 521
Total CO2e (All Sources) 46,847
Source: Appendix C6
Note: totals may not add up to 100 percent due to rounding. Construction emissions are amortized over a 30-year project lifetime.

Specific Plan Significance without Mitigation: Potentially significant.

Impact GHG-1: Implementation of the proposed project would result in an increase in GHG emissions compared to the approved project and would not achieve the carbon neutrality threshold of AB 1279.

Mitigation Measures
Mitigation Measures from the 2022 Certified EIR
The 2022 Certified EIR did not identify significant GHG emissions impacts and therefore did not identify mitigation measures.

New Mitigation Measures
Policy Plan Amendment
Mitigation Measure GHG-1-PPA is applicable to the Policy Plan Amendment.

Mitigation Measure GHG-1-PPA: The City of Ontario shall prepare an update to the Community Climate Action Plan (CCAP) to align GHG emissions targets in the City with the GHG reduction targets of Assembly Bill (AB) 1279. The CCAP update shall be completed within 48 months of certification of the Ontario Policy Amendment SEIR. 1153

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Following the initial update within 48 months, the CCAP shall be updated at a frequency of no less than every 5 years to ensure the City is monitoring the plan’s progress toward achieving the City’s greenhouse gas (GHG) reduction target. The initial and subsequent updates shall consider a trajectory consistent with the GHG emissions reduction goal established under AB 1279 for year 2045, and the latest applicable statewide legislative GHG emissions reduction that may be in effect at the time of the update. If it is determined that the CCAP is not achieving the GHG emissions reduction targets established therein, the plan shall be amended as appropriate to ensure the established GHG emissions reduction target is achieved by 2045 or other benchmark year(s) identified by the latest statewide GHG emissions reduction legislation. The CCAP shall include the following:

GHG inventories of existing- and forecast-year GHG levels.

Tools and strategies for reducing GHG emissions to ensure a trajectory with the long-term GHG reduction target and carbon neutrality goal for year 2045 in Assembly Bill 1279 or subsequent GHG emissions reduction legislation in effect at the time of the CCAP update. These measures may include but are not limited to:
o Encouraging electric vehicle adoption through incentives or education programs.
o Adopting local ordinances or policies that require greater energy efficiency, waste reduction, and water conservation in new construction, additions, and/or alterations.
o Encouraging the construction of solar arrays above parking lots and the integration of solar and other renewable energy generation technologies in new construction, additions, and/or alterations.
o Encouraging the incorporation of energy storage and other gridharmonizing infrastructure in new construction, additions, and/or alterations.
o Collaborating with Southern California Edison to encourage existing developments to upgrade natural gas equipment (e.g., furnaces) with electric equipment (e.g., heat pumps), to the extent feasible. ■
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Plan implementation guidance that includes, at minimum, the following components:
o Administration and Staffing
o Finance and Budgeting
o Timelines for Measure Implementation
o Community Outreach and Education
o Monitoring, Reporting, and Adaptive Management
o Tracking Tools
Specific Plan
As previously mentioned, if the GHG emissions of a given project exceed 3,000 MTCO2e/yr, impacts would be considered significant. Additionally, the EBPSP would be required to achieve a minimum of 100 points pursuant to measures identified in the CCAP Screening Tables. To this end, Mitigation Measure GHG-1-SP is incorporated. Mitigation Measures AIR-1-SP through AIR8-SP (presented in Section 3.3, Air Quality) would also aid in the reduction of GHG emissions.

Mitigation Measure GHG-1-SP: Project development proposals pursuant to the EBPSP shall implement CCAP Screening Table Measures that achieve at least 100 points per the Screening Tables. The City shall verify that Screening Table Measures achieving the 100- point performance standard are incorporated in development plans prior to the issuance of building permit(s) and/or site plans (as applicable). The City shall verify implementation of the selected Screening Table Measures prior to the issuance of Certificate(s) of Occupancy. At the discretion of the City, measures that provide GHG reductions equivalent to GHG emissions reductions achieved via the Screening Table Measures may be implemented. Multiple development proposals may, at the discretion of the City, be allowed to collectively demonstrate achievement of at least 100 points per the Screening Tables. Measures that shall be considered include:

Reduction Measure 1: Building Electrification
Reduction Measure 2: Solar Energy Systems for New Warehouse Development only
Reduction Measure 7: Vehicle Electrification
Reduction Measure 8: Active Transportation
Reduction Measure 11: Waste diversion
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Reduction Measure 12: Water conservation
Reduction Measure AR-1: Charging stations for large trucks.

Reduction Measure AR-3: Installation of EV charging stations for employee vehicle parking spaces.

Reduction Measure AR-4 Recycled Water.

Reduction Measure AR-5 Reflective Paving.

Reduction Measure AR-6 Zero Emission Cargo Equipment.

Mitigation Measure GHG-2-SP: Implement Mitigation Measure AIR-1-SP through AIR-8- SP.

Significance After Mitigation
Policy Plan Amendment
Implementation of Mitigation Measure GHG-1-PPA would ensure that the City aligns the CCAP update with the GHG reduction targets of AB 1279 and the statewide legislative GHG emission reduction targets that are in effect at the time of the CCAP update. Implementation of CCAP measures that increase the efficiency of energy and water use and offset electricity use through solar panels would reduce GHG emissions from land uses accommodated under the proposed project to the extent feasible.

Given the growth in population and employment in the City, the emissions reductions needed from existing development, the overall magnitude of emissions reductions needed to achieve the GHG reduction target from existing and new development, and federal legal constraints on the implementation and effectiveness of State actions for emissions reduction, it is uncertain whether implementation of Mitigation Measure GHG-1-PPA would achieve the substantial reductions needed to align with the GHG reduction targets of AB 1279. In addition, the City cannot ensure that Mitigation Measure GHG-1-PPA would be implemented prior to the generation of new GHG emissions from development facilitated under the proposed project, which could further limit the effectiveness of this mitigation measure in achieving the required emissions reductions. Therefore, GHG emissions impacts of the proposed project compared to the approved project are considered significant and unavoidable. Policy Plan Amendment Significance with Mitigation: Significant and unavoidable.

Specific Plan
Preliminary CCAP measures to be implemented by the EBPSP are presented in Table 3.8-12, EBPSP CCAP Screening Table. These measures are subject to change throughout the ■
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development process, so long as the requisite 100 points are achieved, as required through Mitigation Measure GHG-1-SP. As shown in this table, measures to be implemented by the EBPSP would achieve a total of 101 points.

Table 3.8-12 EBPSP CCAP Screening Table
Description Feature
EBPSP
Points
Reduction Measure 1: Building Electrification
Replacement of gas appliance with electric
appliance.

Electric space heater. 5
Electric water heater. 8
Electric stove. 2
Lack of natural gas infrastructure. No natural gas infrastructure. 8 Reduction Measure 2: Solar Energy Systems for New Warehouse Development only Installation of rooftop solar energy systems
at new warehouse/logistics facilities.

Installation of rooftop solar energy system
which generates enough electricity to meet
45 percent of annual warehouse electricity
demand.
22 Reduction Measure 7: Vehicle Electrification
Installation of EV charging stations for truck
parking spaces.

Installation of Level 2 or higher EV charging
stations at a rate of 10-19 percent of
planned truck parking spaces.
4 Reduction Measure 8: Active Transportation
Installation or improvement of bicycle
facilities.

Bicycle parking facilities with 1:20 ratio of
bicycle parking to employee vehicle parking
space.
2 Construct or improve a single bicycle lane
facility (only Class I, II, or IV) that 1)
connects to a larger existing bikeway
network or 2) closes an existing bikeway
network gap that is at least 0.5 miles long.
3 Reduction Measure 11: Waste diversion
Site design for non-residential warehouse
development includes site(s) for green
waste/ organics and recycling collection
bins
Site design allocates sufficient space for
storage and collection of green waste,
organic waste, and recyclables.
20 1157

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Table 3.8-12 EBPSP CCAP Screening Table
Description Feature
EBPSP
Points
Reduction Measure 12: Water conservation
Implement indoor water efficiency
measures
Install water-efficient faucets and
showerheads.
1 Install on-demand water circulators on
commercial sinks or dishwashing
equipment.
2 Incorporate outdoor water efficiency
measures.

Design and plan outdoor landscapes
planted with drought-tolerant, low
maintenance plants with a 1) drip irrigation
system or 2) sprinkler irrigation system with
a weather-based irrigation controller.
4 Additional Recommended Measures
AR-1: Charging stations for large trucks. Installation of conduit for charging stations for zero emission trucks larger than twoaxles (class 8 and 9, and semi-trucks) so that facilities are prepared for the transition
to electric trucks.
4 AR-3: Installation of EV charging stations for
employee vehicle parking spaces.

Installation of Level 2 or higher EV charging
stations at a rate of 10-19 percent of
planned employee vehicle parking spaces
with Level 2 EV charging stations.
6 AR-4 Recycled Water. Use recycled water for at least 80 percent of outdoor water needs.
2 AR-5 Reflective Paving. Use high-reflectivity pavement for all hardscaped areas, including parking areas,
walking paths, and patios.
4 AR-6 Zero Emission Cargo Equipment. Use of zero-emission cargo handling equipment for a minimum of 50 percent of
all operations.
4 EBPSP Total Points 101
As part of the EBPSP’s CCAP compliance measures, the EBPSP has committed to a rooftop solar system with sufficient capacity to offset 45 percent of the electrical demands. Tables 3.8-13, EBPSP GHG Emissions – Phase 1 (Mitigated), 3.8-14, EBPSP GHG Emissions – Phases 1 and 2 (Mitigated), and 3.8-15, EBPSP GHG Emissions – Phases 1, 2, and 3 (Mitigated), present the estimated operational EBPSP-related GHG emissions for all phases with the incorporation of the rooftop solar system.
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Table 3.8-13 EBPSP GHG Emissions – Phase 1 (Mitigated)
Source
Emissions (MT/yr)
CO2 CH4 N2O Refrigerants Total CO2e
Annual construction emissions 108 0 0.01 0.09 110
Mobile 15,525 0.88 2 17 16,093
Area 36 0 0 0 36
Energy 938 0.09 0.01 0 944
Water 396 9 0.22 0 692
Waste 112 11 0 0 391
Refrigeration 0 0 0 5 5
Stationary 8 0 0 0 8
Cargo Handling Equipment — 237
Total CO2e (All Sources) 18,516
Source: Appendix C6
Note: totals may not add up to 100 percent due to rounding. Construction emissions are amortized over a 30-year project lifetime.

Table 3.8-14 EBPSP GHG Emissions – Phases 1 and 2 (Mitigated) Source
Emissions (MT/yr)
CO2 CH4 N2O Refrigerants Total CO2e
Annual construction emissions 1934 0.01 0.01 0.14 198
Mobile 32,016 2 3 33 33,115
Area 48 0 0 0 48
Energy 1,941 0.19 0.02 0 1,953
Water 758 18 0.42 0 1,325
Waste 250 25 0 0 874
Refrigeration 0 0 0 10 10
Stationary 17 0 0 0 17
Cargo Handling Equipment — 426
Total CO2e (All Sources) 37,966
Source: Appendix C6
Note: totals may not add up to 100 percent due to rounding. Construction emissions are amortized over a 30-year project lifetime.
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Table 3.8-15 EBPSP GHG Emissions – Phases 1, 2, and 3 (Mitigated) Source
Emissions (MT/yr)
CO2 CH4 N2O Refrigerants Total CO2e
Annual construction emissions 257 0.01 0.01 0.17 262
Mobile 38,873 2 4 33 40,217
Area 60 0 0 0 60
Energy 1,870 0.24 0.03 0 1,884
Water 767 22 0.53 0 1,476
Waste 309 31 0 0 1,082
Refrigeration 0 0 0 16 16
Stationary 21 0 0 0 21
Cargo Handling Equipment — 521
Total CO2e (All Sources) 45,539
Source: Appendix C6
Note: totals may not add up to 100 percent due to rounding. Construction emissions are amortized over a 30-year project lifetime.

As shown above, even with the incorporation of rooftop solar, the EBPSP would result in GHG emissions of approximately 45,539 MTCO2e/yr at buildout and would still exceed the numeric threshold of 3,000 MTCO2e/yr. Other features to be implemented through compliance with Mitigation Measure GHG-1-SP and Mitigation Measures AIR-1-SP through AIR-8-SP, as listed in Table 3.8-14, would also act to reduce GHG emissions, however these are not quantifiable.

Accordingly, no additional feasible mitigation measures are available at this time that would substantially lessen the identified impacts associated with full buildout of the EBPSP area.

Therefore, the EBPSP would result in significant and unavoidable GHG emissions. Specific Plan Significance with Mitigation: Significant and unavoidable. b) Would the project conflict with an applicable plan, policy, or regulation adopted for the purpose of reducing the emissions of greenhouse gases? The 2022 Certified EIR identified that the approved project was consistent with statewide strategies adopted for the purpose of reducing GHG emissions. Applicable plans adopted for the purpose of reducing GHG emissions include the City’s CCAP, the PCAP, CARB’s Scoping Plan, and SCAG’s Connect SoCal. A consistency analysis with these plans is presented below. 1160

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Policy Plan Amendment
CCAP
Consistency with CCAP 2050 Per Capita Goal
The City’s CCAP stands as a comprehensive strategy to reduce communitywide GHG emissions (Ontario 2022). The City established per-capita emissions targets are 6.0 MTCO2e per capita by 2030 per SB 32 and 2.0 MTCO2e per capita below 1990 levels by 2050 per EO S-03-05. As identified in Table 3.8-5, the proposed project and approved project would not achieve the CCAP 2050 per capita goal of 2.0 MTCO2e per person without additional State and local GHG reduction measures. Therefore, the proposed project would not be consistent with the City’s CCAP.

Consistency with CCAP Strategies
To ensure new development projects are consistent with the City’s CCAP, the CCAP includes implementation of a development review process to reduce GHG emissions associated with new development. The development review process sets procedures for evaluating GHG impacts and determining significance for CEQA purposes by using the “Greenhouse Reduction Measures Screening Thresholds Tables” to mitigate project GHG emissions that exceed the threshold level. The Screening Tables provide a menu of options that both ensure implementation of the reduction strategies and flexibility for projects to reduce GHG emissions to levels that align with the City’s reduction goals. As identified in Table 3.8-16, Policy Plan Amendment CCAP Consistency Analysis, the proposed project would be consistent with the applicable CCAP strategies.

Table 3.8-16 Policy Plan Amendment CCAP Consistency Analysis CCAP Strategy Consistency Analysis
Energy
Strategy 1: Building electrification. Promote and
incentivize the phase-out of gas appliances in
new and existing homes and businesses
throughout the community to advance GHG
reductions, increase energy efficiency, and
protect public safety and environmental health.

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Table 3.8-16 Policy Plan Amendment CCAP Consistency Analysis CCAP Strategy Consistency Analysis
provisions that support building electrification
through electric readiness design requirements.

Consistent. TOP 2050 contains a policy related to
the promotion of on-site solar installations for
existing homes, particularly for resilience during
power outages.

Policy S-9.1 would encourage and incentivize the
installation of residential solar panels and battery
storage systems that can provide electricity
during power outages. Additionally, per the City’s
Municipal Code Chapter 8, Small Residential
Rooftop Solar Energy Systems, the City provides
an expedited permit review and streamlined
inspection requirements for residential rooftop
solar installations.

Strategy 3: Onsite Solar Energy Systems for
Nonresidential Development. Ensure new large
non-residential development, including City
facilities, includes onsite renewable energy to
support the site's energy needs by requiring solar
photovoltaic panels or other appropriate onsite
renewable energy generation systems for the
following types of projects:

New commercial and office buildings, or
existing commercial and office building
expansions greater or equal to 45,000
square feet in size.

New industrial or existing industrial
buildings expansions greater or equal to
100,000 square feet in size.

Consistent. TOP 2050 contains policies related to
the promotion of on-site solar installations for
nonresidential development.

Policies ER-3.3 and ER-3.6 aim to incorporate
technologies and best practices in building design
that reduce the burning of fossil fuels by
providing alternative energy sources, including
passive and active solar. Policy S-9.1 would
encourage and incentivize the installation of
commercial solar panels and battery storage
systems that can provide electricity during power
outages. Moreover, future development under
the proposed project would be required to be
constructed in accordance with State and City
building codes current at the time. Compliance
with the California Energy Code (CCR, Title 24,
Part 6) would ensure solar photovoltaic systems
are installed for most new nonresidential
development or require improved energy
efficiency and design performance to offset its
omission.

Strategy 4: Green Roofs. Promote and incentivize
residents and business owners to install green
roofs to conserve energy and reduce surface
water runoff.

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Table 3.8-16 Policy Plan Amendment CCAP Consistency Analysis CCAP Strategy Consistency Analysis
the LEED Silver Certification standard for new
development, which provide scoring options for
including green roofs.

Additionally, the City’s Municipal Code Chapter 2,
Parkway Trees, provides provisions related to
preservation, maintenance, and removal of
parkway trees.

Strategy 6: Energy efficiency retrofits for lowincome households. Promote and incentivize voluntary energy efficiency retrofits of homes to
reduce natural gas and electricity usage, with the
goal of retrofitting 9,000 low-income homes by
2050. Partner with community services agencies
to fund energy efficiency projects, including
heating, ventilation, air conditioning, indoor
lighting, water heating equipment, insulation, and
weatherization for low-income residents.

Consistent. TOP 2050 contains policies that would
support energy efficient practices and renewable
energy systems. Policy S-9.1 would encourage and
incentivize the installation of residential solar
panels and battery storage systems that can
provide electricity during power outages. Policy S9.3 would support and provide incentives for energy-efficient retrofits in residential buildings,
prioritizing low-income applicants.

Consistent. TOP 2050 contains Policy S-9.3, which
would support and provide incentives for energyefficient retrofits in residential buildings, prioritizing low-income applicants.

Strategy 8: Smart Growth and Infill. Encourage
revitalization of neighborhoods through higherdensity, mixed-use, infill development and creative reuse of underutilized sites within the
urban core.

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Table 3.8-16 Policy Plan Amendment CCAP Consistency Analysis CCAP Strategy Consistency Analysis
pedestrian and bicycle connectivity in
underutilized spaces.

Transportation
Strategy 9: Transit-Oriented Development.

Strategy 10: Increase Transportation Ridership.

Ensure a reliable and responsive transit system
with dedicated and secure funding and resources
to support increased ridership.

Consistent. TOP 2050 contains various policies to
support reliable and safe transit system. Policies
M-3.1 through M-3.11 aim to support a viable
alternative to automobile travel and meet the
basic transportation needs of the transitdependent.

Strategy 11: Traffic signal synchronization and
roadway management. Implement traffic and
roadway management strategies to improve
mobility and efficiency and reduce associated
emissions.

Strategy 12: Community vehicle electrification.

Promote and incentivize the adoption of electric
vehicles (EV) citywide, including light-duty and
heavy-duty vehicles, for municipal, commercial,
and residential uses.

Consistent. The Advanced Clean Cars II would
require new cars sold in 2035 and beyond to be
zero-emission vehicles, which includes battery
electric vehicles, plug-in hybrid electric vehicles,
and fuel cell electric vehicles; however, due to
federal legal constraints, Advanced Clean Cars II
cannot be enforced by the State. Nonetheless,
future development under the Policy Plan
Amendment would not obstruct implementation
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Table 3.8-16 Policy Plan Amendment CCAP Consistency Analysis CCAP Strategy Consistency Analysis
of Advanced Clean Cars II program since this
applies to automobile manufacturers in
California. In addition, the Policy Plan
Amendment would not conflict with or obstruct
the City’s ability to implement transportation
electrification measures when determined
feasible.

Strategy 13: Active Transportation Networks.

Consistent. TOP 2050 contains various policies to
support an interconnected transportation system.

Strategy 14: Vehicle Idling. Limit idling of heavyduty trucks. Support the South Coast AQMD and CARB anti-idling requirements and provide
signage in key areas where idling that is not
consistent with South Coast AQMD or CARB
requirements might occur.

Consistent. Diesel-fueled commercial vehicles
under the proposed project would be required to
comply with 13 CCR Section 2485, limiting truck
idling to 5 minutes or less when the vehicles are
not in use. Additionally, as described in Section

3.6, Energy, construction contractors would
minimize nonessential idling of construction
equipment during construction in accordance
with 13 CCR Article 4.8, Chapter 9, Section 2449.

Strategy 15: Parking policy and event parking.

Adopt a comprehensive parking policy that
encourages carpooling and the use of alternative
transportation, including providing parking spaces
for car-share vehicles at convenient locations with
access to public transportation.

Consistent. TOP 2050 contains policies to support
carpooling and use of alternative modes of
transportation. Policies M-3.9 through M-3.11
support a convenient mobility system for the
Ontario Airport Metro Center, Ontario
International Airport, and community-serving
facilities.

Off-Road Equipment
Strategy 16: Electrification of construction and
landscaping equipment. Promote and incentivize
the transition to electric construction and
landscaping equipment.

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Table 3.8-16 Policy Plan Amendment CCAP Consistency Analysis CCAP Strategy Consistency Analysis
or obstruct the City’s ability to implement such a
measure when determined feasible.

Strategy 17: Idling Ordinance for Construction
Equipment. Limit idling of heavy-duty off-road
construction equipment to reduce air pollution
and GHG emissions from construction activity.

Consistent. Vehicle activity associated with the
development allowed under the proposed project
would be required to comply with 13 CCR
Sections 2485 and 2499 to limit truck idling to 5
minutes or less when the vehicles are not in use.

Waste
Strategy 18: Methane capture at landfills.

Support efforts to reduce methane emissions
from regional landfills.

Consistent. This measure is not directly
applicable to the City, because the City does not
own or operate any landfills. However,
development allowed under the proposed project
would be required to comply with SB 1383,
setting strict organic waste collection to reduce
landfill methane emissions, thereby supporting
efforts to reduce methane emissions from
regional landfills serving the city.

Strategy 19: Waste Diversion. Exceed waste
diversion goals recommended by AB 939 and
CALGreen by adopting a citywide diversion target
of at least 75 percent of waste.

Strategy 20: Construction and Demolition Waste
Recovery Ordinance. Increase the amount of
waste recycled during construction and
demolition of buildings.

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Table 3.8-16 Policy Plan Amendment CCAP Consistency Analysis CCAP Strategy Consistency Analysis
Water
Strategy 21: Indoor water efficiency. Encourage
water-efficient retrofits of new and existing
buildings by working with water providers and
regional agencies.

Consistent. Future development under the
proposed project would be required to be
constructed in accordance with current State and
City building codes in existence at the time.

Compliance with the latest California Building
Standards Code and CALGreen mandatory
measures would require installation of waterefficient appliances and fixtures. The Policy Plan Amendment also contains various policies
supporting water-efficient retrofits of new and
existing development. Additionally, Policies ER1.3 and ER-3.1 encourage the conservation of water supply and the implementation of energysaving standards in buildings.

Consistent. Future development under the
proposed project would be required to be
constructed in accordance with current State and
City development standards in existence at the
time. Future compliance with the most recent
California Building Standards Code and CALGreen
mandatory measures will require the installation
of water-efficient appliances and fixtures, such as
low-flow toilets, faucets, showerheads, and other
plumbing fittings. Additionally, Chapter 8A, Water
Conservation Plan, of the City’s Municipal Code
contains a Water Conservation Plan designed to
minimize potential water shortages through the
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Table 3.8-16 Policy Plan Amendment CCAP Consistency Analysis CCAP Strategy Consistency Analysis
practice of water conservation and reducing
inefficient water use.

Strategy 24: Methane capture for wastewater
treatment. Work with Inland Empire Utilities
Agency (IEUA), the local wastewater treatment
provider, to increase methane capture rate.

Consistent. TOP 2050 includes Policies ER-1.8 and
S-6.9, which require wastewater discharge and
collection systems to comply with Regional Water
Quality Control Board requirements, and require
new development to mitigate potential methane
hazards associated with industrial activities.

Strategy 25: Methane capture for dairy
operations. Encourage and incentivize local dairy
operations to reduce methane emissions through
methane capture technology.

Consistent. This measure applies to dairy
operations, and there are no dairy farms in the
City of Ontario. However, the Policy Plan
Amendment includes Policies ER-5.4 and LU-2.9,
which protect existing farms and sensitive uses
around them and require sensitive land uses on
former dairy farms or methane-producing sites to
be designed to minimize health risks.

Strategy 26: Climate change awareness and
education. Promote climate change awareness
and GHG reduction community-wide through a
variety of mechanisms, including through support
of climate change education in schools or
community colleges.

Consistent. The State has several climate change
education programs and requirements. AB 285
mandates that California public schools include
instruction on the causes, effects, and mitigation
of climate change in grades 1–12. Additionally,
the California Education and the Environment
Initiative provides a standards-based K–12
curriculum that teaches environmental literacy,
including climate change and impacts. The Policy
Plan Amendment would not obstruct
implementation of these climate change
education programs and requirements.

Strategy 27: Carbon Sequestration. Establish a
citywide carbon sequestration project and
sequestration goal of 5,000 MT CO2 per year.

Consistent. TOP 2050 contains Policy ER-4.8,
which aim to protect and expand the tree canopy.

Moreover, the Policy Plan Amendment would not
conflict with or obstruct the City’s ability to
implement a strategy to achieve this
sequestration goal when determined feasible.

Strategy 28: Green Jobs. Support green job
training and opportunities to create sustainable,
living wage, quality employment opportunities.

Consistent. TOP 2050 contains Policies ER-3.2
through ER-3.4, which encourage energy efficient
building and site design strategies in new
construction and City buildings. Encouraging
more energy-efficient building construction
directly supports green job training and
employment opportunities by increasing demand
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Table 3.8-16 Policy Plan Amendment CCAP Consistency Analysis CCAP Strategy Consistency Analysis
for specialized skills across the construction and
building-services sectors.

Accordingly, the Policy Plan Amendment would
not conflict with or obstruct the City’s ability to
support and promote green jobs.

Source: Ontario 2022.

PCAP
The regional PCAP serves as a high-level roadmap for reducing GHG emissions throughout the MSA. Specifically, the PCAP includes a broad range of measures geared towards addressing climate change and its impacts by reducing GHG emissions associated with sectors of energy, transportation, water, waste, offroad transportation, and agriculture. The CCAP, adopted in August 2022, provides an expanded set of GHG reduction strategies that align with the strategies in the PCAP. Therefore, implementation of the proposed project would not obstruct implementation of the regional PCAP to reduce subregional GHG emissions.

CARB Scoping Plan
CARB’s Scoping Plan is applicable to state agencies but is not directly applicable to cities/counties and individual projects (i.e., the Scoping Plan does not require local jurisdictions to adopt its policies, programs, or regulations to reduce GHG emissions); however, new regulations adopted by the State agencies from the Scoping Plan result in GHG emissions reductions at the local level. So local jurisdictions benefit from reductions in transportation emissions rates, increases in water efficiency in the building and landscape sectors, and other statewide actions that affect a local jurisdiction’s emissions inventory from the top down.

Statewide strategies to reduce GHG emissions include the low carbon fuel standard, changes in the corporate average fuel economy standards, Renewable Portfolio Standards (RPS), and triennial updates to the California building codes.

The GHG emissions shown in Table 3.8-5 include reductions associated with statewide strategies that have been adopted since AB 32, SB 32, and AB 1279. The GHG emissions from energy use also accounted for SB 100, which accelerates the State’s RPS program and requires power utility providers to supply 100 percent of in-state electricity sales sourced from eligible renewable and carbon-free generation sources. Because compliance with the RPS is evaluated on a 3-year average, power utility providers such as SCE will be required to provide 100 percent renewable and carbon-free electricity by 2050. Development projects accommodated under the proposed project would be required to adhere to the programs and regulations identified by the Scoping 1169

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Plan that are implemented and enforced by State, regional, and local agencies to achieve the statewide GHG reduction goals of AB 32, SB 32, and AB 1279. Furthermore, as listed under Impact a), the Policy Plan Amendment includes various policies that would help reduce longterm GHG emissions in the city.

However, as identified in Impact GHG-1, the proposed project would not achieve the carbon neutrality targets of AB 1279. Therefore, the proposed project would potentially conflict with the GHG reduction targets of the 2022 Scoping Plan.

SCAG’s Connect SoCal
SCAG adopted the 2024-2050 RTP/SCS, Connect SoCal, in April 2024. Connect SoCal is a longterm plan for Southern California region that details the development, integrated management and operation of transportation systems and facilities that will function as an intermodal transportation network for the SCAG metropolitan planning area (SCAG 2024). This plan outlines a forecast development pattern that demonstrates how the region can sustainably accommodate needed housing and job centers with multimodal mobility options. The overarching vision is to expand alternatives to driving, advance the transition to cleantransportation technologies, promote integrated and safe transit networks, and foster transitoriented development in compact and mixed-use developments (SCAG 2024). In addition, Connect SoCal is supported by a combination of transportation and land use strategies that outline how the region can achieve California’s GHG-emission-reduction goals and federal Clean Air Act requirements.

As demonstrated in Section 3.11, Land Use and Planning, the proposed project would be generally supportive and consistent with the Connect SoCal goals (refer to Table 3.11-1).

Additionally, the Policy Plan Amendment’s policies M-1.4, M-3.3, M-3.10, and M-2.1 through M2.4 would reduce VMT per service population consistent with the regional goals. As discussed in Section 3.14, Population and Housing, implementation of the proposed project would promote growth consistent with Connect SoCal’s Priority Growth Areas and would maintain the City’s jobs-housing balance. As a result, the proposed project would continue to provide for residents to both live and work in the City instead of commuting to other areas, which would contribute to minimizing VMT and VMT per service population. Therefore, the proposed project would not interfere with SCAG’s ability to implement the regional strategies in Connect SoCal.

Summary
The proposed project would potentially conflict with the GHG reduction targets in the City’s CCAP and the carbon neutrality targets identified in the 2022 Scoping Plan. Therefore, GHG impacts are considered potentially significant. As identified above, the 2022 Certified EIR identified less than significant impacts with regard to GHG emissions. Therefore, the proposed project would result in a new impact compared to that identified in the 2022 Certified EIR. 1170

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Policy Plan Amendment Significance without Mitigation: Potentially Significant.

Specific Plan
CCAP
The EBPSP is not consistent with the current Policy Plan land use designation or zoning, and thus would require the General Plan and Zone Change Amendment proposed as part of the proposed project. Therefore, the EBPSP is not consistent with the land use buildout assumptions contained in the City’s CCAP GHG emissions forecast. Therefore, this is a potentially significant impact.
2022 CARB Scoping Plan Consistency
Because the 2022 CARB Scoping Plan’s strategies largely apply to State agencies and entities, the EBPSP would not impede the State’s progress towards carbon neutrality by 2045 under the 2022 Scoping Plan. The EBPSP would be required to comply with applicable current and future regulatory requirements promulgated through the 2022 Scoping Plan. Some of the current transportation sector policies the EBPSP will comply with (through vehicle manufacturer compliance) include Advanced Clean Fleets, Zero Emission Forklifts, the Off-Road Zero-Emission Targeted Manufacturer rule, Clean Off-Road Fleet Recognition Program, In-use Off-Road DieselFueled Fleets Regulation, and the Low Carbon Fuel Standard. As such, the EBPSP would be consistent with the 2022 Scoping Plan.

Specific Plan Significance without Mitigation: Potentially significant.

Impact GHG-2: The proposed project would be inconsistent with the Community Climate Action Plan’s objective of reducing citywide GHG emissions and the State’s carbon neutrality goals.

Mitigation Measures
Mitigation Measures from the 2022 Certified EIR
The 2022 Certified EIR did not identify significant GHG emissions impacts and therefore did not identify mitigation measures.

New Mitigation Measures
Policy Plan Amendment
Implementation of Mitigation Measures GHG-1-PPA would reduce emissions. 1171

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Specific Plan
Implementation of Mitigation Measures GHG-1-SP would reduce emissions.

Significance After Mitigation
Policy Plan Amendment
Implementation of CCAP measures that increase energy efficiency, water use, and offset electricity use through solar panels would reduce GHG emissions from land uses accommodated under the proposed project to the extent feasible. However, given the growth in population and employment within the City, the magnitude of emissions reductions needed to achieve the CCAP’s 2050 per capita target, and federal legal constraints on the implementation and effectiveness of State actions for emission reduction, it is uncertain whether implementation of Mitigation Measure GHG-1-PPA would achieve the substantial reductions needed to achieve CCAP’s 2050 per capita target and the State’s carbon neutrality goals.

Therefore, GHG emissions impacts of the proposed project compared to the approved project are considered significant and unavoidable. Policy Plan Amendment Significance with Mitigation: Significant and unavoidable.

Specific Plan
The CCAP provides guidance on how to analyze GHG emissions and determine impact significance during the CEQA review of proposed development projects within the City. Because the CCAP addresses GHG emissions reductions and is consistent with the requirements of AB 32, SB 32, and international efforts to reduce GHG emissions, compliance with the CCAP fulfills the requirement for mitigation pursuant to the State CEQA Guidelines. As shown in Table 3.8-12, with the implementation of Mitigation Measure GHG-SP-1, the EBPSP would attain the minimum requisite 100 Screening Table points. However, because the EBPSP is not consistent with the land use pattern and subsequent communitywide GHG emissions projections of the CCAP, the EBPSP is determined to be inconsistent with the CCAP and would result in a significant and unavoidable GHG impact which was not anticipated as part of the 2022 Certified EIR.

Specific Plan Significance with Mitigation: Significant and unavoidable.

3.8.6 Cumulative Impact Analysis
Project-related GHG emissions are not confined to a particular air basin but are dispersed worldwide. Therefore, impacts under Impacts GHG-1 and GHG-2 are not project-specific 1172

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impacts to global warming, but are the proposed project’s contribution to this cumulative impact.

Implementation of the proposed project would not meet the State’s carbon neutrality targets.

Additionally, the proposed project would be inconsistent with the City’s CCAP objective of reducing citywide GHG emissions and the carbon neutrality targets identified in the 2022 Scoping Plan. Moreover, implementation of the EBPSP would exceed the significance emission threshold of 3,000 MTCO2e/yr and would be inconsistent with the City’s’ CCAP. Therefore, project-related GHG emissions associated with the proposed project and their contribution to global climate change would be cumulatively considerable, and GHG emissions impacts would remain significant. Cumulative Impacts: The proposed project, together with cumulative projects, would result in substantial GHG emissions impacts.

3.8.7 References
CalOES (California Office of Emergency Services). 2020, June. California Adaptation Planning Guide. https://www.caloes.ca.gov/HazardMitigationSite/Documents/CA-Adaptation -Planning-Guide-FINAL-June-2020-Accessible.pdf.

CAPCOA (California Air Pollution Control Officer’s Association). 2022, April. CalEEMod: California Emissions Estimator Model User Guide. Version 2022.1.
https://www.caleemod.com/user-guide.

CARB (California Air Resources Board). 2018, February. SB 375 Regional Greenhouse Gas Emission Reduction Targets. https://ww2.arb.ca.gov/sites/default/files/2020-06/ SB375_Final_Targets_2018.pdf.

CARB. 2022. 2022 Scoping Plan for Achieving Carbon Neutrality. https://ww2.arb.ca.gov/sites/default/files/2022-12/2022-sp.pdf.

CARB. 2025a, November 13 (accessed). SB 375 Regional Targets. https://ww2.arb.ca.gov/ourwork/programs/sustainable-communities-program/sb-375-regional-targets.

CARB. 2025b, November 4. California Greenhouse Gas Emissions from 2000-2023: Trends of Emissions and Other Indicators Report. https://ww2.arb.ca.gov/sites/default/files/ 2025-11/nc-2000_2023_ghg_inventory_trends.pdf.

CAT (California Climate Action Team). 2006, March. Climate Action Team Report to Governor Schwarzenegger and the Legislature.
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https://planning.lacity.gov/eir/8150Sunset/References/4.E.%20Greenhouse%20Gas%20 Emissions/GHG.23_CalEPA%202006%20Report%20to%20Governor.pdf.

CCCC (California Climate Change Center). 2012, July. Our Changing Climate 2012: Vulnerability and Adaptation to the Increasing Risks from Climate Change in California. https://research.fit.edu/media/site-specific/researchfitedu/coast-climate-adaptation -library/united-states/west-coast-amp-hawaix27i/california---statewide/Moser-et-al.-- CEC (California Energy Commission). 2006. Our Changing Climate: Assessing the Risks to California. 2006 Biennial Report. CEC-500-2006-077. California Climate Change Center. https://www.engr.scu.edu/~emaurer/papers/CEC-500-2006-077.pdf.

CEC. 2009, May. The Future Is Now: An Update on Climate Change Science, Impacts, and Response Options for California. CEC-500-2008-0077. http://www.susannemoser.com/ documents/CEC-500-2008-071_Moseretal_FutureisNow.pdf.

CEC. 2022, August. Building Energy Efficiency Standards for Residential and Nonresidential Buildings (2022 Energy Code). CEC-400-2021-077.
https://www.energy.ca.gov/sites/default/files/2022-12/CEC-400-2022-010_CMF.pdf.

CNRA (California Natural Resources Agency). 2014, January. Safeguarding California: Reducing Climate Risk: An Update to the 2009 California Climate Adaptation Strategy. https://resources.ca.gov/CNRALegacyFiles/docs/climate/materials/2014-01-22 _Sacramento_Overview.pdf.

LCI (Governor’s Office of Land Use and Climate Innovation). 2008, June. CEQA and Climate Change: Addressing Climate Change through CEQA Review. Technical Advisory. https://opr.ca.gov/docs/june08-ceqa.pdf.

Holland & Knight. 2025, September 24. EPA Seeks Public Comments on Reconsideration of Greenhouse Gas Reporting Program. https://www.hklaw.com/en/insights/publications/ 2025/09/epa-seeks-public-comments-on-reconsideration-of-greenhouse-gas.

IPCC (Intergovernmental Panel on Climate Change). 2001. Third Assessment Report: Climate Change 2001. New York: Cambridge University Press.
https://www.ipcc.ch/site/assets/uploads/2018/03/WGI_TAR_full_report.pdf.

IPCC. 2007. Fourth Assessment Report: Climate Change 2007. New York: Cambridge University Press. https://www.ipcc.ch/site/assets/uploads/2018/02/ar4_syr_full_report.pdf.

IPCC. 2013. Fifth Assessment Report: Climate Change 2013. New York: Cambridge University Press. https://www.ipcc.ch/site/assets/uploads/2018/02/WG1AR5_all_final.pdf. 1174

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IPCC. 2023. Sixth Assessment Report: Climate Change 2022. New York: Cambridge University Press. https://www.ipcc.ch/assessment-report/ar6/.

NHTSA (National Highway Traffic Safety Administration). 2021, August 1. USDOT Proposes Improved Fuel Economy Standards for MY 2024-2026 Passenger Cars and Light Trucks. https://www.nhtsa.gov/press-releases/fuel-economy-standards-2024-2026-proposal.

NHTSA. 2024, June. USDOT Finalizes New Fuel Economy Standards for Model Years 2027-2031 news release. https://www.nhtsa.gov/press-releases/new-fuel-economy-standards -model-years-2027-2031.

NHTSA. 2025, June 11. Corporate Average Fuel Economy. https://www.nhtsa.gov/ laws-regulations/corporate-average-fuel-economy.

Ontario, City of. 2022, August 16. Community Climate Action Plan (CCAP). https://content.ontarioca.gov/sites/default/files/2025-01/Ontario-CCAP_ Adopted_20220816.pdf.

Ontario. 2023, March. CCAP Greenhouse Gas Emissions Screening Tables. https://content.ontarioca.gov/sites/default/files/2025-01/Ontario-CCAP_ Screening-Tables-AUGUST%202023%20Rev.01.pdf.

OEHHA (Office of Environmental Health Hazards Assessment). 2018, May. Indicators of Climate Change in California. https://oehha.ca.gov/media/downloads/climate-change/report/ 2018caindicatorsreportmay2018.pdf.

SBCTA (San Bernardino County Transportation Authority). 2024, March 1. Riverside-San Bernardino-Ontario MSA, Priority Climate Action Plan (PCAP). https://www.epa.gov/system/files/documents/2024-03/5d-98t76601-riverside-san -bernardino-ontario-pcap.pdf.

SCAG (Southern California Association of Governments). 2024, April 4. Connect SoCal Plan: The 2024–2050 Regional Transportation Plan / Sustainable Communities Strategy of the Southern California Association of Governments. https://scag.ca.gov/connect-socal.

USEPA (US Environmental Protection Agency). 2009, December. EPA: Greenhouse Gases Threaten Public Health and the Environment: Science Overwhelmingly Shows Greenhouse Gas Concentrations at Unprecedented Levels due to Human Activity. https://archive.epa.gov/epapages/newsroom_archive/newsreleases/ 08d11a451131bca585257685005bf252.html.

USEPA. 2025a, February 27 (last updated). Endangerment and Cause or Contribute Findings for Greenhouse Gases Under Section 202(a) of the Clean Air Act. https://www.epa.gov/ 1175

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climate-change/endangerment-and-cause-or-contribute-findings-greenhouse-gases -under-section-202a.

USEPA. 2025b, March 12. Final Rule: Multi-Pollutant Emissions Standards for Model Years 2027 and Later Light-Duty and Medium-Duty Vehicles. https://www.epa.gov/regulations -emissions-vehicles-and-engines/final-rule-multi-pollutant-emissions-standards-model. 1176

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3.9 HAZARDS AND HAZARDOUS MATERIALS
This section of the Draft Supplemental Environmental Impact Report (SEIR) evaluates the potential hazards and hazardous materials impacts associated with implementation of the TOP 2050 Policy Plan Amendment and EBPSP (proposed project) in comparison to the current TOP 2050 (approved project) and the impacts identified in the 2022 Certified EIR. Geologic hazards and flood hazards are addressed separately in Sections 3.7, Geology and Soils, and 3.10, Hydrology and Water Quality, respectively. Water quality and pollutant discharge are also addressed in Section 3.10. Fire hazards are discussed in Section 3.20, Wildfires. The analysis for the EBPSP is based on environmental site assessments prepared by Roux Associates and covers both on-site and off-site improvements and the Chino and ONT Airport Land Use Compatibility Plan (ALUCP) Consistency Determination Analysis:

Phase I Environmental Site Assessment, Eucalyptus Avenue and Walker Avenue, Ontario, California, March 24, 2025 (Appendix G1)
Phase II Subsurface Investigation Letter Report, Proposed Eucalyptus Business Park Specific Plan (EBPSP) Development of Ontario Ranch II, Northwest of the Intersection of Eucalyptus Avenue and Grove Avenue, Ontario, California, July 7, 2025 (Appendix G2) Phase II Subsurface Investigation Letter Report, Proposed Eucalyptus Business Park Specific Plan (EBPSP) Development of Ontario Ranch I, Northwest of the Intersection of Eucalyptus Avenue and Walker Avenue, Ontario, California, July 7, 2025 (Appendix G3) Chino and ONT Airport Land Use Compatibility Plan (ALUCP) Consistency Determination Analysis, February 12, 2026 (Appendix G6)
One comment letter was received in response to the NOP related to hazards and hazardous materials. The relevant issues raised in this comment letter are addressed throughout this section. For a summary of the response letters, refer to Table 1-1 in Chapter 1, Introduction, or Appendix A for the comment letters.

Hazardous Materials and Waste
Hazardous materials refer generally to hazardous substances that exhibit corrosive, poisonous, flammable, and/or reactive properties and have the potential to harm human health and/or the environment. Hazardous materials are used in products (household cleaners, industrial solvents, paint, pesticides, etc.) and in the manufacturing of products (e.g., electronics, newspapers, plastic products). Hazardous materials can include petroleum, natural gas, synthetic gas, acutely toxic chemicals, and other toxic chemicals that are used in agriculture, commercial, and industrial uses; businesses; hospitals; and households. Accidental releases of hazardous ■
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materials can occur from a variety of causes, including highway incidents, warehouse fires, train derailments, shipping accidents, and industrial incidents.

Hazardous Materials and Waste Regulation
There are many federal, state, and local programs that regulate the use, storage, and transportation of hazardous materials and hazardous waste, and they are constantly changing.

Federal and state statutes as well as local ordinances and plans regulate hazardous waste management. These regulations reduce the danger that hazardous substances may pose to people and businesses under normal daily circumstances and as a result of emergencies and disasters.

3.9.1 Regulatory Framework

FEDERAL AND STATE AGENCIES
The following agencies govern hazardous materials and waste in the City of Ontario.

Federal Agencies
US Environmental Protection Agency. The US Environmental Protection Agency (EPA) is the primary federal agency that regulates hazardous materials and waste. In general, the EPA works to develop and enforce regulations that implement environmental laws enacted by Congress. The agency is responsible for researching and setting national standards for a variety of environmental programs, and delegates to states and tribes the responsibility for issuing permits and for monitoring and enforcing compliance. EPA programs promote handling hazardous wastes safely, cleaning up contaminated land, and reducing trash. Under the authority of the Resource Conservation and Recovery Act (RCRA) and in cooperation with state and tribal partners, the Waste Management Division manages a hazardous waste program, an underground storage tank program, and a solid waste program that includes development of waste reduction strategies such as recycling.

Occupational Safety and Health Administration. The Occupational Safety and Health Administration (OSHA) oversees administration of the Occupational Safety and Health Act, which requires specific training for hazardous materials handlers, provision of information to employees who may be exposed to hazardous materials, and acquisition of material safety data sheets from manufacturers. Material safety data sheets describe the risks associated with particular hazardous materials, and proper handling and procedures. Employee training must include response and remediation procedures for hazardous materials releases and exposures.

US Department of Transportation. The US Department of Transportation (USDOT) has developed regulations pertaining to the transport of hazardous materials and hazardous wastes by all modes of transportation. The US Postal Service has developed additional ■
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regulations for the transport of hazardous materials by mail. USDOT regulations specify packaging requirements for different types of materials.

Federal Aviation Administration. The Federal Aviation Administration (FAA) issues and enforces regulations covering manufacturing, operating, and maintaining aircrafts. The FAA also certifies airmen and airports (including helicopters) that serve air carriers and conducts research on and develops systems and procedures needed for a safe and efficient system of air navigation and air traffic control.

State Agencies
California Environmental Protection Agency. California Environmental Protection Agency (CalEPA) was created in 1991 by governor's executive order. Six boards, departments, and an office were placed under the CalEPA umbrella to create a cabinet-level voice for the protection of human health and the environment and to ensure the coordinated deployment of state resources. CalEPA oversees hazardous materials and hazardous waste compliance throughout California. Among those responsible for hazardous materials and waste management are the Department of Toxic Substances Control, Department of Pesticide Regulation, and Office of Environmental Health Hazard Assessment. CalEPA also oversees the unified hazardous waste and hazardous materials management regulatory program (Unified Program), which consolidates and coordinates:

Hazardous Materials Business Plan/Emergency Response Plan Hazardous Waste/Tiered Permitting
Underground Storage Tanks
Aboveground Storage Tanks Spill Prevention Control and Countermeasures California Accidental Release Prevention Program (CalARP) Uniform Fire Code Hazardous Materials Management Plan
California Government Code Section 65962.5 directs CalEPA to compile, maintain, and update specified lists of hazardous material release sites. CEQA (California Public Resources Code Section 21092.6) requires the lead agency to consult the lists compiled pursuant to Government Code Section 65962.5 to determine whether the project and any alternatives are identified on any of the following lists:

EPA NPL. The EPA’s NPL includes all sites under the EPA’s Superfund program, which was established to fund cleanup of contaminated sites that pose risks to human health and the environment.

EPA Comprehensive Environmental Response, Compensation, and Liability Information System (CERCLIS) and Archived Sites. The EPA’s CERCLIS includes a list of 15,000 sites nationally identified as hazardous sites. This would also involve a review for archived sites that have been removed from CERCLIS due to No Further Remedial Action Planned status.
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EPA RCRIS (RCRA Info). The Resource Conservation and Recovery Act Information System (RCRIS or RCRA Info) is a national inventory system about hazardous waste handlers. Generators, transporters, handlers, and disposers of hazardous waste are required to provide information for this database.

DTSC Cortese List. DTSC maintains the Hazardous Waste and Substances Sites (Cortese) list as a planning document for use by the State and local agencies to comply with CEQA requirements by providing information about the location of hazardous materials release sites. This list includes the Site Mitigation and Brownfields Reuse Program Database.

DTSC HazNet. DTSC uses this database to track hazardous waste shipments.

SWRCB LUSTIS. Through the Leaking Underground Storage Tank Information System (LUSTIS), SWRCB maintains an inventory of USTs and LUSTs, which tracks unauthorized releases.

California Department of Toxic Substances Control. The California Department of Toxic Substances Control (DTSC) is a department of CalEPA, which authorizes DTSC to carry out the RCRA program in California to protect people from exposure to hazardous wastes. (See Federal Regulations, below, for discussion of the RCRA.) The department regulates hazardous waste, cleans up existing contamination, and looks for ways to control and reduce the hazardous waste produced in California primarily under the authority of RCRA and in accordance with the California Hazardous Waste Control Law (California Health and Safety Code Division 20, Chapter 6.5) and the Hazardous Waste Control Regulations (Title 22, California Code of Regulations, Divisions 4 and 4.5). Permitting, inspection, compliance, and corrective action programs ensure that people who manage hazardous waste follow state and federal requirements and other laws that affect hazardous waste specific to handling, storage, transportation, disposal, treatment, reduction, cleanup, and emergency planning.

San Bernardino County, including the City of Ontario, is in DTSC’s Southern California region.

California Department of Forestry and Fire Protection. The California Department of Forestry and Fire Protection (CAL FIRE) is dedicated to the fire protection and stewardship of over 13 million acres of California’s wildlands. The Office of the State Fire Marshal supports CAL FIRE’s mission to protect life and property through fire prevention engineering programs, law and code enforcements, and education. It provides for fire prevention by enforcing fire-related laws in state-owned or -operated buildings; investigating arson fires; licensing those who inspect and service fire protection systems; approving fireworks for use in California; regulating the use of chemical flame retardants; evaluating building materials against fire safety standards; regulating hazardous liquid pipelines; and tracking incident statistics for local and state government emergency response agencies. The California Fire Plan is the state’s road map for reducing the risk of wildfire through planning and preservation to reduce firefighting costs and property losses, increase firefighter safety, and contribute to ecosystem health. The California Fire Plan is a cooperative effort between the State Board of Forestry and Fire Protection and CAL FIRE. ■
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California Division of Occupational Safety and Health. Like OSHA at the federal level, the California Division of Occupational Safety and Health (Cal/OSHA) is the responsible State agency for ensuring workplace safety. Cal/OSHA assumes primary responsibility for the adoption and enforcement of standards regarding workplace safety and safety practices. If a work site is contaminated, a site safety plan must be crafted and implemented to project the safety of workers. Site safety plans establish policies, practices, and procedures to prevent the exposure of workers and members of the public to hazardous materials originating from the contaminated site or building.

California Office of Emergency Services. The California Office of Emergency Services (Cal OES) was established as part of the Governor’s Office on January 1, 2009, pursuant to Assembly Bill 38, and merged the duties, powers, purposes, and responsibilities of the former Emergency Management Agency and the Governor’s Office of Homeland Security.

Cal OES is responsible for the coordination of overall State agency response to major disasters in support of local government. The agency is responsible for ensuring the State’s readiness to respond to and recover from all hazards––natural, man-made, emergencies, and disasters––and for assisting local governments in their emergency preparedness, response, recovery, and hazard mitigation efforts.

California Department of Transportation and California Highway Patrol. The California Department of Transportation (Caltrans) and the California Highway Patrol (CHP) have primary responsibility for enforcing federal and State regulations regarding transportation and responding to hazardous materials transportation emergencies. Caltrans manages more than 50,000 miles of California’s highways and freeways, provides intercity rail services, permits more than 400 public-use airports and special-use hospital heliports, and works with local agencies. Caltrans is the first responder for hazardous material spills and releases on highways, freeways, and intercity rail lines. The CHP enforces hazardous materials and hazardous waste labeling and packing regulations designed to prevent leakage and spills of materials in transit and to provide detailed information to cleanup crews in the event of an accident. Vehicle and equipment inspection, shipment preparation, container identification, and shipping documentation are all part of the responsibility of the CHP, which conducts regular inspections of licensed transporters to ensure regulatory compliance.

The State of California regulates the transport of hazardous waste originating or passing through the state. Common carriers are licensed by the CHP, pursuant to Section 32000 of the California Vehicle Code. This section requires licensing every motor (common) carrier that transports, for a fee, in excess of 500 pounds of hazardous materials at one time, and every carrier, if not for hire, that carries more than 1,000 pounds of hazardous material of the type requiring placards. Common carriers conduct a large portion of the business in the delivery of hazardous materials.

State Water Resources Control Board. In California, the State Water Resources Control Board (SWRCB) has broad authority over water quality control issues for the State. The ■
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SWRCB is responsible for developing statewide water quality policy and exercises the powers delegated to the State by the federal government under the Clean Water Act.

SWRCB’s Underground Storage Tank (UST) program protects the public health and safety, and the environment from releases of petroleum and other hazardous substances from USTs. The program elements include:

Leak Prevention. This program element includes requirements for tank installation, construction, testing, leak detection, spill containment, and overfill protection.

Cleanup. Cleanup of leaking tanks often involves a soil and groundwater investigation and remediation, under the direction of a regulatory agency.

Enforcement. The SWRCB aid local agencies enforcing UST requirements.

Tank Tester Licensing. Tank integrity testing is required by law, must meet the requirements of the SWRCB, and must be conducted by State licensed tank testers.

Regional Agencies
Certified Unified Program Agency. A Certified Unified Program Agency (CUPA) is a local agency that has been certified by CalEPA to implement the local Unified Program. The CUPA can be a county, city, or joint powers authority. A “participating agency” is a local agency that has been designated by the local CUPA to administer one or more Unified Programs within their jurisdiction on behalf of the CUPA. A “designated agency” is a local agency that has not been certified by CalEPA to become a CUPA but is the responsible local agency that would implement the six Unified Programs until they are certified.

The Unified Program is related to the State Emergency Response Commission (SERC) and local emergency planning committees (LEPC) that were established under both federal (EPCRA) and state authority for the hazardous materials business plans and emergency response plans. Though the CUPA structure does not specifically incorporate the SERC and LEPCs, both SERC and CUPA have found it beneficial to establish strong communication and coordination on hazardous materials issues. The CUPA board now has a representative on the SERC, and members of LEPCs are also CUPA board members. Common issues include ensuring that hazardous materials, waste, and tank programs maintain strong coordination and communication for maximum consistency in program implementation. Shared data, joint resources, common forms, provision of emergency information, and regulatory review are other interests that are coordinated by the CUPA board and SERC/LEPCs.

San Bernardino County is a member of the Southern California Hazardous Waste Management Authority and works on a regional level to solve hazardous waste problems.

The San Bernardino County Fire Protection District (SBCFPD), Hazardous Materials Division (HMD), is designated by the state as the CUPA for the County of San Bernardino. The fire department focuses on the management of specific environmental programs at the local government level to address the disposal, handling, processing, storage, and treatment of ■
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local hazardous materials and waste products. The CUPAs are also responsible for implementing the leak prevention element of the Underground Storage Tank (UST) Program.

FEDERAL REGULATIONS
Resource Conservation and Recovery Act
The Resource Conservation and Recovery Act (RCRA) of 1976 is the principal federal law that regulates the generation, management, and transportation of waste. Hazardous waste management includes the treatment, storage, or disposal of hazardous waste. Treatment is any process that changes the physical, chemical, or biological character of the waste to reduce its potential as an environmental threat. Treatment can include neutralizing the waste, recovering energy or material resources from the waste, rendering the waste less hazardous, or making the waste safer to transport, dispose of, or store.

The RCRA gave the EPA the authority to control hazardous waste from “cradle to grave,” that is, from generation to transportation, treatment, storage, and disposal. The RCRA also set forth a framework for the management of nonhazardous wastes. The 1986 amendments to RCRA enabled the EPA to address environmental problems that could result from underground tanks storing petroleum and other hazardous substances. It should be noted that RCRA focuses only on active and future facilities and does not address abandoned or historical sites. The federal Hazardous and Solid Waste Amendments are the 1984 amendments to RCRA that required phasing out land disposal of hazardous waste. Some of the other mandates of this strict law include increased enforcement authority for the EPA, more stringent hazardous waste management standards, and a comprehensive underground storage tank program.

Toxic Substances Control Act
The Toxic Substances Control Act of 1976 (Title 40, Code of Federal Regulations, Part 763, Subpart R) gives the EPA authority to require reporting, record-keeping and testing requirements, and restrictions relating to chemical substances and/or mixtures. The EPA repeatedly screens these chemicals and can require reporting or testing of any that may pose an environmental or human health hazard. It can ban the manufacture and import of chemicals that pose an unreasonable risk. Also, the EPA has mechanisms in place to track the thousands of new chemicals that industry develops each year with either unknown or dangerous characteristics. It can control these chemicals as necessary to protect human health and the environment. The act supplements other federal statutes, including the Clean Air Act and the Toxic Release Inventory (TRI) under the Emergency Planning and Community Right-to-Know Act (EPCRA).
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Comprehensive Environmental Response, Compensation and Liability Act The Comprehensive Environmental Response, Compensation, and Liability Act (CERCLA) of 1980, commonly known as the Superfund, was enacted to protect the water, air, and land resources from the risks created by past chemical disposal practices such as abandoned and historical hazardous wastes sites. Through CERCLA, the EPA was given power to seek out those responsible for any release and ensure their cooperation in the cleanup. This federal law created a tax on the chemical and petroleum industries that went to a trust fund for cleaning up abandoned or uncontrolled hazardous waste sites. CERCLA also enabled the revision of the National Contingency Plan, which provided the guidelines and procedures needed to respond to releases and threatened releases of hazardous substances, pollutants, or contaminants. The National Contingency Plan also established the National Priority List of sites, which are known as Superfund sites. CERCLA was amended by the Superfund Amendments and Reauthorization Act on October 17, 1986.

Emergency Planning and Community Right-To-Know Act
In 1986, Congress passed the Superfund Amendments and Reauthorization Act. Title III of this regulation is called the “Emergency Planning and Community Right-to-Know Act of 1986” (EPCRA). EPCRA required the establishment of state commissions, planning districts, and local committees to facilitate the preparation and implementation of emergency plan. Under the requirements, local emergency planning committees must develop a plan that describes preparing for and responding to a chemical emergency. The plan must include:

An identification of local facilities and transportation routes with hazardous materials.

The procedures for immediate response in case of an accident (including a community-wide evacuation plan).

A plan for notifying the community that an incident has occurred.

The names of response coordinators at local facilities.

A plan for conducting drills to test the plan.

The emergency plan is reviewed by the State Emergency Response Commission and publicized throughout the community. The local emergency planning committee is required to review, test, and update the plan each year. The SBCFPD is responsible for coordinating hazardous material and disaster preparedness planning and appropriate response efforts with City departments and local and state agencies. The goal is to improve public- and private-sector readiness and to mitigate local impacts resulting from natural or human-made emergencies.

Another purpose of the EPCRA is to inform communities and citizens of chemical hazards in their areas. Sections 311 and 312 of EPCRA require businesses to report to state and local agencies the location and quantities of chemicals stored on-site. Under Section 313 of EPCRA, manufacturers are required to report releases for more than 600 designated chemicals. In ■
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addition to chemical releases, regulated facilities are also required to report off-site transfers of waste for treatment or disposal at separate facilities, pollution prevention measures, and chemical recycling activities. The EPA maintains the Toxic Release Inventory (TRI) database to document the information that regulated facilities are required to report annually.

Disaster Mitigation Act of 2000
The Disaster Mitigation Act of 2000 requires state and local governments to prepare mitigation plans that identify hazards, potential losses, mitigation needs, goals, and strategies. It is intended to facilitate cooperation between state and local governments.

Hazardous Materials Transportation Act
The USDOT regulates hazardous materials transportation under CFR Title 49. State agencies that have primary responsibility for enforcing federal and state regulations and responding to hazardous materials transportation emergencies are the CHP and Caltrans. These agencies also govern permitting for hazardous materials transportation. Title 49 CFR reflects laws passed by Congress as of January 2, 2006.

Federal Response Plan
The Federal Response Plan of 1999 is a signed agreement among 27 federal departments and agencies and the American Red Cross that: 1) provides the mechanism for coordinating delivery of federal assistance and resources to augment efforts of state and local government overwhelmed by a major disaster or emergency; 2) supports implementation of the Robert T.

Stafford Disaster Relief and Emergency Act, as well as individual agency statutory authorities; and 3) supplements other federal emergency operations plans developed to address specific hazards. The Federal Response Plan is implemented in anticipation of a significant event likely to result in a need for federal assistance or in response to an actual event requiring federal assistance under a presidential declaration of a major disaster or emergency.

Business Plan Act
Both the federal government and the State of California require all businesses that handle more than a specified amount of hazardous waste materials or extremely hazardous materials–– termed a reporting quantity––to submit a hazardous materials business plan to the local CUPA.

Such a plan must be submitted by businesses that handle hazardous materials or a mixture containing a hazardous material in quantities equal to or greater than:
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55 gallons of a liquid
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The federal Threshold Planning Quantity for Extremely Hazardous Substances Radioactive materials in quantities for which an emergency plan is required per Parts 30, 40, or 70 of the CFR, Title 10, Chapter 1
The business plan must include the type and quantity of hazardous materials, a site map, risks of using these materials, spill prevention, emergency response, employee training, and emergency contacts.

Federal Aviation Agency Advisory Circular 150/5390-2C
FAA Advisory Circular 150/5390-2C provides recommendations for heliport design, including heliports serving helicopters with single and tandem (front and rear) rotors.

Asbestos-Containing Materials Regulations
State agencies, in conjunction with the EPA and OSHA, regulate removal, abatement, and transport procedures for asbestos-containing materials. Releases of asbestos from industrial, demolition, or construction activities are prohibited by these regulations; medical evaluation and monitoring are required for employees performing activities that could expose them to asbestos. The regulations include warnings and practices that must be followed to reduce the risk for asbestos emissions and exposure. Finally, federal, state, and local agencies must be notified prior to the onset of demolition or construction activities with the potential to release asbestos. Requirements for limiting asbestos emissions from building demolition and renovation activities are specified in the South Coast Air Quality Management District (AQMD) Rule 1403 (Asbestos Emissions from Demolition/Renovation Activities). California Government Code Sections 1529 and 1532.1 provide for exposure limits, exposure monitoring, respiratory protection and good working practice by workers exposed to lead and asbestos-containing materials.

Hazardous Waste Generators
The EPA regulates generators of hazardous waste based on the amount of waste generated.

Large quantity generators produce 1,000 kilograms or more per month, or more than one kilogram per month of acutely hazardous waste. Small quantity generators produce between 100 and 1,000 kilograms of hazardous waste per month.

STATE REGULATIONS
California Health and Safety Code and Code of Regulations The Hazardous Substances Account Act (California Health and Safety Code Sections 25300, et seq.) authorizes the State to clean up hazardous materials release sites––including abandoned sites––not qualifying for cleanup under CERCLA; provides funds to pay for the state’s share of ■
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costs of CERCLA cleanups; and provides compensation to persons injured by hazardous materials releases.

California Health and Safety Code Chapter 6.95 and California Code of Regulations (CCR), Title 19, Section 2729, describes the minimum requirements for business emergency plans and chemical inventory reporting. These regulations require businesses to provide emergency response plans and procedures, training program information, and a hazardous material inventory disclosing hazardous materials stored, used, or handled onsite. A business that uses hazardous materials in certain quantities or mixtures containing them must establish and implement a business plan.

CCR Title 8, Section 5191, Occupational Exposure to Hazardous Chemicals in Laboratories, requires that all laboratories have a written chemical hygiene plan as a fundamental chemical safety plan for the laboratory. The chemical hygiene plans are written programs that set forth procedures, equipment, personal protective equipment, and work practices that are capable of protecting employees from the health hazards presented by hazardous chemicals used in laboratories.

Tanner Act (Assembly Bill 2948)
Although numerous state policies deal with hazardous waste, the most comprehensive is the Tanner Act (Assembly Bill 2948), which was adopted in 1986. The Tanner Act governs the preparation of hazardous waste management plans and the siting of hazardous waste facilities in California. To be in compliance with the Tanner Act, local or regional hazardous waste management plans need to include provisions that define: 1) the planning process for waste management, 2) the permit process for new and expanded facilities, and 3) the appeals process to the state available for certain local decisions.

California Building Code
The state of California provided a minimum standard for building design through the California Building Code (CBC), which is in Part 2 of Title 24 of the CCR. The CBC is based on the International Building Code, modified for California conditions. It is generally adopted on a jurisdiction-by-jurisdiction basis, subject to further modification based on local conditions.

Buildings are plan checked by city and county building officials for compliance with the CBC.

The California Building Code also requires the installation and maintenance of smoke alarms in residential dwelling units, as well as carbon monoxide detectors in every hallway leading to bedrooms.

California Code of Regulations Title 24, Part 2, Section 907.2.11.2. Smoke alarms shall be installed and maintained on the ceiling or wall outside of each separate sleeping area in the ■
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immediate vicinity of bedrooms. In each room used for sleeping purposes, and in each story within a dwelling unit. The smoke alarms shall be interconnected.

State Hazardous Waste Management Programs
Underground Storage Tank Program
Releases of petroleum and other products from USTs are the leading source of groundwater contamination in the United States. The RCRA Subtitle I establishes regulations governing the storage of petroleum products and hazardous substances in USTs and the prevention and cleanup of leaks. In EPA Region 9 (California, Arizona, Hawaii, Nevada, Pacific Islands, and over 140 tribal nations) the UST program operates primarily through state agency programs with EPA oversight. In California, the SWRCB, under the umbrella of CalEPA, provides assistance to local agencies enforcing UST requirements. The purpose of the UST program is to protect public health and safety and the environment from releases of petroleum and other hazardous substances. The program consists of 4 elements: leak prevention, cleanup, enforcement, and tank tester licensing. In September 2004, the SWRCB adopted regulations that require electronic submittal of information for groundwater cleanup programs, including groundwater analytical data, the surveyed locations of monitoring wells, and other data. The SWRCB’s GeoTracker system currently has information submitted by responsible parties for over 10,000 leaking UST (LUST) sites statewide and has been extended to include all SWRCB groundwater cleanup programs, including the LUST, non-LUST (Spill, Leaks, Investigation, and Cleanup), Department of Defense, and landfill programs.

California Code of Regulations, Title 22, Division 4.5
CCR Title 22, Division 4.5, sets forth the requirements for hazardous-waste generators; transporters; and owners or operators of treatment, storage, or disposal facilities. These regulations include the requirements for packaging, storage, labeling, reporting, and general management of hazardous waste prior to shipment. In addition, the regulations identify standards applicable to transporters of hazardous waste. These regulations specify the requirements for transporting shipments of hazardous waste, including manifesting, vehicle registration, and emergency accidental discharges during transportation.

Hazardous Materials Disclosure Programs
Both the federal and state governments and the state require all businesses that handle more than a specified amount of hazardous materials or extremely hazardous materials, termed a reporting quantity, to submit a hazardous materials emergency/contingency plan (also known as a hazardous materials business plan) to their local CUPA (CFR, EPA, SARA, and Title III) (Health and Safety Code, Division 20, Chapter 6.95, Sections 2500-25520; 19 CCR, Chapter 2, 1189

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Subchapter 3, Article 4, Sections 2729-2734). The responsible CUPA in San Bernardino County is the SBCFPD.

Hazardous Materials Business Plans
The hazardous materials business plan includes the business owner/operator identification page, hazardous materials inventory chemical description page, and an emergency response plan and training plan. Business plans must include an inventory of the hazardous materials at the facility. The entire hazardous materials business plan needs to be reviewed and recertified every three years. Business plans are required to include emergency response plans and procedures to be used in the event of a significant or threatened significant release of a hazardous material. These plans need to identify the procedures to follow for immediate notification to all appropriate agencies and personnel of a release, identification of local emergency medical assistance appropriate for potential accident scenarios, contact information for all emergency coordinators of the business, a listing and location of emergency equipment at the business, an evacuation plan, and a training program for business personnel. All facilities must keep a copy of their plan onsite.

Hazardous materials business plans are designed to be used for responding agencies, such as the SBCFPD, during a release or spill to allow for a quick and accurate evaluation of each situation for appropriate response. Businesses that handle hazardous materials are required by law to provide an immediate verbal report of any release or threatened release of hazardous materials if there is a reasonable belief that the release or threatened release of hazardous materials poses a significant present or potential hazard to human health and safety, property, or the environment. If a release involves a hazardous substance listed in Title 40 of the CFR in an amount equal to or exceeding the reportable quantity for that material, a notice must be filed with the California Office of Emergency Services within 15 days of the incident. Both the federal government (Code of Federal Regulations) and the State of California (California Health and Safety Code) require all businesses that handle more than a specified amount—or “reporting quantity”—of hazardous or extremely hazardous materials to submit a hazardous materials business plan to the SBCFPD. According to City guidelines, the preparation, submittal, and implementation of a business plan is required by any business that handles a hazardous material or a mixture containing a hazardous material in specified quantities.

Business plans must include an inventory of the hazardous materials at the facility. Businesses must update their business plan and the chemical portion annually. Also, business plans must include emergency response plans and procedures to be used in the event of a significant or threatened significant release of a hazardous material. These plans need to identify the procedures for immediate notification of all appropriate agencies and personnel, identification of local emergency medical assistance appropriate for potential accident scenarios, contact information for all company emergency coordinators, a listing and location of emergency equipment at the business, an evacuation plan, and a training program for business personnel. 1190

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Hazardous Materials Incident Response
Under Title III of SARA, the Local Emergency Planning Committee (LEPC) is responsible for developing an emergency plan for preparing for and responding to chemical emergencies in that community. The State Emergency Response Commission (SERC) established six emergency planning districts. The SERC appointed a LEPC for each planning district and supervises and coordinates their activities.

The emergency plan developed by the LEPCs must include:

An identification of local facilities and transportation routes where hazardous materials are present.

The procedures for immediate response in case of an accident (this must include a community-wide evacuation plan).

A plan for notifying the community that an incident has occurred.

The names of response coordinators at local facilities.

A plan for conducting exercises to test the plan.

The plan is reviewed by the SERC and publicized throughout the community. The LEPC is required to review, test, and update the plan each year.

Hazardous Material Spill/Release Notification Guidance
All significant spills, releases, or threatened releases of hazardous materials must be immediately reported. Federal and state emergency notification is required for all significant releases of hazardous materials. Requirements for immediate notification of all significant spills or threatened releases cover owners, operators, persons in charge, and employers. Notification is required regarding significant releases from facilities, vehicles, vessels, pipelines, and railroads. Many state statutes require emergency notification of a hazardous chemical release:

Health and Safety Codes Sections 25270.7, 25270.8, and 25507 Vehicle Code Section 23112.5
Public Utilities Code Section 7673, (PUC General Orders #22-B, 161) Government Code Sections 51018, 8670.25.5 (a)
Water Code Sections 13271, 13272
California Labor Code Section 6409.1 (b)10
In addition, all releases that result in injuries or workers harmfully exposed must be immediately reported to California Occupational Safety and Health Administration (California Labor Code Section 6409.1[b]). Additional reporting requirements are in the Safe Drinking Water and Toxic Enforcement Act of 1986 and Section 9030 of the California Labor Code. ■
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California Accidental Release Prevention Program (CalARP) The California Accidental Release Prevention Program (CalARP) became effective on January 1, 1997, in response to Senate Bill 1889, and replaced the California Risk Management and Prevention Program. Under CalARP, the Governor’s Office of Emergency Services must adopt implementing regulations and seek delegation of the program from the EPA. CalARP aims to be proactive and therefore requires businesses to prepare risk management plans, which are detailed engineering analyses of the potential accident factors present at a business and the mitigation measures that can be implemented to reduce this accident potential. In most cases, local governments will have the lead role for working directly with businesses in this program.

The SBCFPD is the CUPA designated as the administering agency for CalARP.

California Fire Code
The California Fire Code (California Code of Regulations Title 24 Part 9) sets forth requirements for building materials and methods pertaining to fire safety and life safety, fire protection systems in buildings, emergency access to buildings, and handling and storage of hazardous materials. The City adopts the update to the California Fire Code every 3 years.

Government Code Section 65302
Government Code Section 65302 requires the safety element of a general plan to address evacuation routes. The CAL FIRE Safety Element checklist also requires cities to address evacuation routes. In addition, Senate Bill 99 (2018) requires a safety element, upon the next revision of the housing element on or after January 1, 2020, to include information identifying residential developments in hazard areas that do not have at least 2 emergency evacuation routes.

Airport-Related Hazards
State Aeronautics Act
Airport authorities and other agencies regulate aircraft activity. The State Aeronautics Act (Public Utilities Code Section 21001, et seq.) is implemented by Caltrans’s Division of Aeronautics. Key purposes of the act include to: 1) foster and promote safety in aeronautics; 2) ensure that state laws and regulations relating to aeronautics are consistent with federal aeronautics laws and regulations; and 3) ensure that persons residing within the vicinity of airports are protected against intrusions by unreasonable levels of aircraft noise.

The State Aeronautics Act also establishes statewide requirements for airport land use compatibility plans (ALUCP), usually prepared by airport land use commissions. These plans are intended to provide for the orderly growth of a public airport and the area surrounding the airport while safeguarding the general welfare of inhabitants near the airport and the public in 1192

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general. San Bernardino County opted for an alternative to an airport land use commission and delegated responsibility to prepare an ALUCP to each airport’s jurisdiction.

State law allows local jurisdictions within San Bernardino County to be responsible for airport land use compatibility planning under the "Alternative Process" in place of a county administered ALUC. Under the provisions of the Alternative Process the City of Ontario is the designated agency having responsibility for airport compatibility planning for Ontario International Airport (ONT) and the City of Chino is responsible for Chino Airport.

Air Safety Zones
The California ALUC Planning Handbook provides planning guidance to ALUCs and counties and cities with jurisdiction over airport area land uses. This handbook allows jurisdictions flexibility in determining air safety zones that represent areas of assumed accident potential. The City of Ontario has adopted Airport Land Use Compatibility Plans for both Ontario International Airport and Chino Airport that include safety zones with policies and criteria for each airport.

REGIONAL REGULATIONS
South Coast Air Quality Management District (South Coast AQMD) South Coast AQMD Rule 1403 governs the demolition of buildings containing asbestos materials, requiring specific work practices designed to prevent the release of these asbestoscontaining materials (ACMs). These regulations mandate thorough asbestos surveys, notification procedures, controlled removal methods, defined work schedules, and proper handling, storage, and disposal of ACM to ensure that demolition and renovation activities do not emit hazardous fibers or dust in the environment.

CAL FIRE, 2025 Strategic Fire Plan for San Bernardino-Inyo-Mono Unit The California Strategic Plan is implemented through individual “unit plans” that are prepared for different regions of the state. CAL FIRE has adopted the 2025 Strategic Fire Plan for San Bernardino-Inyo-Mono Unit that covers San Bernardino County and the agency’s priorities for prevention, protection, and suppression of wildfires. The overall goal of this plan is to reduce total wildfire-related losses and costs by protecting lives, property, and natural resources through coordinated prevention, fuels management, and pre-fire planning.

LOCAL REGULATIONS
City of Ontario Office of Emergency Management
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and emergencies in the City of Ontario. The OEM supports the fire chief, police chief, City manager, mayor, councilmembers, and all City staff to coordinate response and recovery efforts.

OEM also works with residents, businesses, and community-based organizations to be prepared. The OEM provides information and training on how to build an emergency kit, create an emergency communications plan, and stay informed (Ontario 2025a).

The OEM is responsible for the management and oversight of the City of Ontario's Emergency Operations Center, disaster preparedness, grants, Homeland Security, emergency plans, and the Community Emergency Response Team Volunteer Program. OEM ensures that City employees and residents are as prepared as possible for disasters. This is accomplished through:

Maintaining the City's Hazard Mitigation Plan
Maintaining the City's Emergency Operations Plan
Providing employee and citizen education in preparedness Training employees in disaster response, management, and recovery (Ontario 2025a) City of Ontario Local Hazard Mitigation Plan
In November 2023, the City of Ontario adopted a local hazard mitigation plan (LHMP) to identify the City’s hazards, review and assess past disaster occurrences, estimate the probability of future occurrences, and set goals to reduce or eliminate long-term risk to people and property from natural and man-made hazards. wildfire was not identified as a hazard of concern in the LHMP; instead, urban fire represents the City’s primary fire-related risk. Wildfire was not identified as a hazard of concern in the LHMP; instead, urban fire represents the City’s primary fire-related risk. The LHMP includes a comprehensive set of mitigation actions (see Table 5-3, Mitigation Action Implementation Plan, of the LHMP) designed to enhance community resilience to hazard events. The LHMP is required to be updated and readopted by Federal Emergency Management Agency (FEMA) and the City of Ontario every 5 years, with the next update scheduled for November 2028.

City of Ontario Emergency Operations Plan
The City of Ontario has prepared an Emergency Operations Plan to address the City’s planned response to natural disasters, technological incidents, and national security emergencies. The plan does not address normal day-to-day emergencies or the well-established and routine procedures used in coping with such emergencies. Its operational concepts focus on potential large-scale disasters that can generate unique situations requiring unusual emergency responses.
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City of Ontario Fire Department
The Ontario Fire Department (OFD) has 7 bureaus: EMS, Fire Administrative Services, Fire Prevention, Operations, Personnel and Professional Standards, Support Services, and Training & Professional Development (Ontario 2025b). The OFD employs 265 personnel, staffing 11 fire stations (OFD 2025). Fire hazard risk in Ontario is discussed in Section 3.20, Wildfires. The Ontario Fire Department’s Fire Prevention Bureau is responsible for the Fire and Life Safety Inspection Program, Plan Review, Public Education, Fire Investigation, and Fireworks Enforcement. The Fire Prevention Bureau also provides permitting, inspection of, and standby for events such as firework shows, concerts, conventions, etc. The Bureau enforces the 2025 California Fire, Building, Electrical, Mechanical, Plumbing, and Residential Codes, as amended by the Ontario Municipal Code; National Fire Protection Association Standards; Title 19 of the California Public Safety Code; and the California Health and Safety Code (Ontario 2025c).

City of Ontario Safety Element
The Safety Element conveys the City’s goals and policies to minimize potential hazards and promote a safe environment in Ontario. It identifies the natural and human-caused hazards that affect existing and future development and provides guidelines for protecting residents, businesses, workers, and visitors. It describes present and expected future conditions and sets policies and standards for improved public safety. The Safety Element also seeks to minimize the level of property loss due to potential disasters and provides a framework for emergency management.

3.9.2 Existing Conditions
Hazardous materials include, but are not limited to, hazardous substances, hazardous wastes, and any material that a business or implementing agency has a reasonable basis for believing would be injurious to public health and safety or harmful to the environment if released into the workplace or the environment.

POLICY PLAN AMENDMENT
Hazardous Materials Sites
A search of the online Toxics Release Inventory (TRI) Toxics Tracker, EnviroStor, and GeoTracker databases on October 31, 2025, identified multiple hazardous materials sites in Ontario, as shown in Table 3.9-1, Hazardous Sites in the City of Ontario, and mapped on Figure 3.9-1, Hazardous Materials Cleanup Sites in Ontario (Open Cases) (SWRCB 2025; DTSC 2025a; EPA 2025). The Cortese List includes two facilities: Fast Fuel Service Station #920 and Aluminum – Art Plating Company, Inc. (CalEPA 2026).
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Table 3.9-1 Hazardous Materials Sites in the City of Ontario Site Name Address Reason for Listing and Regulatory Status EPA Toxic Release Inventory (TRI) Facilities
Location and TRI Facility ID TRI Data Summary for Reporting Year 2023 Alger Precision Machining
ID: 91761LGRMF724SB
Total Releases: 0lb
Total Waste Management: 23,711lb
Alltech Inc.

ID: 9176WLLTCH172SC
Total Releases: 9,564lb
Total Waste Management: 9,564lb
Amrep Manufacturing Co. LLC
ID: 9176WMRPMN1555S
Total Releases: 0lb
Total Waste Management: 180,000lb
Bluescope Coated Products LLC
ID: 91730CLFRN9133C
Total Releases: 118,209lb
Total Waste Management: 1,200,583lb
Danco Anodizing (DBA Danco Metal
Surfacing)
ID: 91761NMLDB1750M
Total Releases: 0lb
Total Waste Management: 149,131lb
Danco En
ID: 9176WDNCNX1745E
Total Releases: 0lb
Total Waste Management: 113,557lb
Frito-Lay Inc,
ID: 91730FRTLY9535A
Total Releases: 7,685lb
Total Waste Management: 154,448lb
GB Manufacturing Inc. California Acrylic
Ind. Inc.

ID: 91766CLFRN1462E
Total Releases: 182,030lb
Total Waste Management: 182,030lb
Genlabs
ID: 91710GNRLC5568S
Total Releases: 0lb
Total Waste Management: 0lb
Holiday Rock – Chino
ID: 91710CLVRS515SC
Total Releases: 0lb
Total Waste Management: 0lb
Holiday Rock – Foothill
ID: 91786HLLDY2193W
Total Releases: 649lb
Total Waste Management: 649lb
Holiday Rock – Ontario
ID: 9176WCLPRT84SCU
Total Releases: 0lb
Total Waste Management: 0lb
Holiday Rock – Mountain View
ID: 9178WHLLDY1499N
Total Releases: 0lb
Total Waste Management: 0lb
Hudson Technologies Co.

ID: 9176WPLRTC747EF
Total Releases: 8,649lb
Total Waste Management: 8,649lb
Lighting Resources LLC
ID: 9176WLGHTN85EFR
Total Releases: 0lb
Total Waste Management: 259,611lb
Net Shapes Inc.

ID: 9176WNTSHP175SB
Total Releases: 3lb
Total Waste Management: 37,707lb
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Table 3.9-1 Hazardous Materials Sites in the City of Ontario Site Name Address Reason for Listing and Regulatory Status Net Shapes Inc.

ID: 91761NTSHP1336E
Total Releases: 7lb
Total Waste Management: 101,790lb
Plaze Inc. DBA Shield Parking of
California
ID: 91710SHLDP5165G
Total Releases: 500lb
Total Waste Management: 500lb
PRC Composites LLC
ID: 91761WMBRR1400S
Total Releases: 1,500lb
Total Waste Management: 1,500lb
R&D Fasteners
ID: 9173WRNDDF94449
Total Releases: 251lb
Total Waste Management: 110,043lb
Skyline Steel LLC
ID: 9176WSKYLN155EM
Total Releases: 4lb
Total Waste Management: 2,543lb
Southwest Concrete Products Ontario
Plant
ID: 91762STHWS519SB
Total Releases: 0lb
Total Waste Management: 17lb
Summit Machine LLC
ID: 9176WSMMTM288EP
Total Releases: 8lb
Total Waste Management: 2,052,429lb
Vorteq – Pacific
ID: 91730WSTRN8875I
Total Releases: 3,020lb
Total Waste Management: 4,480lb
GeoTracker, State Water Resources Control Board
Location, GeoTracker ID, and Address Cleanup Status and Contamination Information Alger Manufacturing Company, Inc.

ID: SL208413896
724 South Bon View Avenue
Ontario, CA 91761
Open (05/01/1992) – Verification Monitoring as of
11/04/2024
Contaminants of concern: Tetrachloroethylene (PCE),
trichloroethylene (TCE).

Medias of concern: Aquifer used for drinking water
supply, indoor air, soil, and soil vapor.

Chino Ave LLC
ID: T10000019836
9510 Chino Avenue
Ontario, CA 91761
Open (5/20/2021) – Remediation as of 06/08/2022
Contaminants of concern: Chromium, Copper,
DDD/DDE/DDT, Lead, Mercury (Elemental), Nickel, Other
Insecticides/pesticides/fumigants/herbicides, Other
Metal, Total Petroleum Hydrocarbons (TPH), Toxaphene,
Zinc
Medias of concern: Soil.

General Electric – Flat Iron
ID: SL0607132486
234 Main Street
Ontario, CA 91762
Open (07/01/1987) – Remediation as of 05/03/2017
Groundwater contaminants of concern: Trichloroethene
(TCE), tetrachloroethene (PCE), and chromium (Cr) in
both Trivalent and Hexavalent states.
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Table 3.9-1 Hazardous Materials Sites in the City of Ontario Site Name Address Reason for Listing and Regulatory Status Soil contaminants of concern: PCE, TCE, Cr, total xylenes, toluene, ethylbenzene, 1,1,1,-trichloroethane, and 1,1,2- trichloroethane.

Medias of concern: Aquifer used for drinking water
supply, indoor air, soil, and soil vapor.

General Electric Company – Jet Engine
Test Cell Facility
ID: SL208133868
2264 East Avion Street
Ontario, CA 91761
Open (05/18/1990) – Verification Monitoring as of
02/05/2010
Contaminants of concern: Tetrachloroethylene (PCE),
trichloroethylene (TCE).

Media of concern: Aquifer used for drinking water
supply.

South Archibald TCE Plume
ID: T10000004658
East Riverside Drive and South
Archibald Avenue
Ontario, CA 91761
Open (03/21/2013) – Remediation as of 08/26/2021
Contaminants of concern: Nitrate, trichloroethylene
(TCE).

Media of concern: Aquifer used for drinking water
supply.

Sunshine Cleaners
ID: T10000005696
2234-2254 South Euclid Avenue
Ontario, CA 91762
Open (02/28/2014) – Site Assessment as of 02/28/2014
Contaminants of concern: Tetrachloroethylene (PCE),
Trichloroethylene (TCE).

Media of concern: Soil and soil vapor.

Fast Fuel Service Station #920
ID: T0607100388
1315 4th Street
Ontario, CA 91764
Open (05/18/1995) – Site Assessment as of 12/24/2008
Contaminant of concern: Gasoline
Media of concern: Soil.

EnviroStor Database, Department of Toxic Substances Control Location, EnviroStor ID, and Address Cleanup Status and Contamination Information Aluminum – Art Plating Company, Inc.

ID: 60001398
803 West State Street
Ontario, CA 91762
Active (2/1/2011) – State Response or National Priority List Contaminants of concern: Total chromium (1:6 ratio CR
VI: CR III).

Media of concern: Indoor air, soil, and soil vapor.

Cadet Cleaners
ID: 60003484
452 N. Mountain Avenue
Ontario, CA 91762
Active (02/01/2023) – Needs Evaluation
Contaminants of concern: 1,2-Dichloroethylene (CIS),
1,2-Dichloroethylene (TRANS), Tetrachloroethylene
(PCE), Trichloroethylene (TCE), and Vinyl Chloride.

Ontario Plaza
ID: 60001166
1028 West 4th Street
Active (10/13/2020) – Voluntary Agreement
Contaminants of concern: Tetrachloroethylene (PCE).

Media of concern: Soil and soil vapor.
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Table 3.9-1 Hazardous Materials Sites in the City of Ontario Site Name Address Reason for Listing and Regulatory Status Ontario, CA 91762
Ontario Site Discovery
ID: 60003127
Bound By West State Street and South
Palmetto Avenue
Active (4/27/2021) – Needs Evaluation
Contaminants of concern: None specified.

Media of concern: None specified.

This is a site discovery project to investigate a potential source that lead to the high concentrations of
tetrachloroethylene (PCE) and trichloroethylene (TCE)
observed off-site of Alumin Art Plating.

Sunshine Cleaners – Driftwood Village
ID: 60002433
2238 South Euclid Avenue
Ontario, CA 91762
Active (10/1/2016) – Voluntary Agreement
Contaminants of concern: Tetrachloroethylene (PCE),
Trichloroethylene (TCE)
Media of concern: indoor air, soil, and soil vapor.

Source: SWRCB 2025; DTSC 2025a; EPA 2025.

Hazardous Material Transport
Releases of explosive, highly flammable, or toxic materials can cause fatalities and injuries, necessitate evacuations, destroy property, or result in serious environmental effects if toxic materials seep into surface or groundwater supplies. In Ontario, hazardous materials and wastes are transported on the SR-60 and I-10. The City has no direct authority to regulate the transport of hazardous materials on federal and state highways or rail lines. When transporting explosives, inhalation hazards or other potentially dangerous materials, and controlled quantities of radioactive materials, state and federal governmental agencies require transporters to include safeguards to reduce the risks of hazardous materials release.

The DTSC’s active hazardous waste transporter database shows 5 active transporters in Ontario (DTSC 2025b):

Swift Oil & Vacuum Inc., 1274 S. Almond Avenue (Registration No. 2789) Lighting Resources, LLC, 805 E. Francis Street (Registration No. 3379) Vazquez & Sons Trucking, 1028 W. Vesta Street (Registration No. 6598) Rincon Transport Inc, 2750 E. Oak Hill Drive Unit 35 (Registration No. 7137) A. Rodriguez Transportation Inc., 1758 E. Olive Street (Registration No. 7216) ■
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Potential Hazardous Building Materials
Some buildings in the City were built before the 1970s; based on the ages of these buildings, there is a potential for building materials to contain asbestos or lead-based paint (LBP). A potential release of hazardous materials could occur when asbestos-containing material (ACM) or LBP are disturbed during renovation or demolition activities. This disturbance could be harmful to human health. Typical hazardous materials of concern for existing older structures in the City include the following:

Asbestos is a mineral fiber that is carcinogenic and harmful to respiratory health. Because of its fiber strength and heat resistance, it was widely used in a variety of building construction materials for insulation and as a fire-retardant, as well as in friction and heat-resistant products. Use of asbestos in the manufacturing of these products was common throughout California, until 1977, when it was banned. Older buildings constructed prior to 1978 could contain ACM. Asbestos can be released when ACMs are disturbed by cutting, sanding, drilling, or other remodeling activities. Improper attempts to remove these materials can release asbestos fibers into the air, increasing asbestos levels and affecting indoor air quality.

Lead is a recognized harmful environmental pollutant that can pose a hazard when exposed through air, drinking water, food, contaminated soil, deteriorating paint, and dust. Lead was widely used in paint, gasoline, water pipes, and many other products prior to documentation of its health hazards. The use of LBP was banned in California in 1978, and therefore, buildings constructed prior to 1978 could contain LBP. If LBP is improperly removed from surfaces by dry scraping or sanding, LBP can be inhaled or otherwise absorbed into the body and could pose a potential public health risk.

Mold can impair indoor air quality. The presence of visible water damage, damp materials, visible mold, or mold odor in buildings increases the potential risks of respiratory disease of occupants. According to the California Department of Public Health, known health risks include the development of asthma, allergies, and respiratory infections, the triggering of asthma attacks, and increased wheezing, coughing, difficulty breathing, and other symptoms.

Polychlorinated Biphenyls (PCBs) are synthetic chemicals that were manufactured for use in various industrial and commercial applications––including oil in electrical and hydraulic equipment, and plasticizers in paints, plastics, and rubber products––because of their nonflammability, chemical stability, high boiling point, and electrical insulation properties. When released into the environment, PCBs persist for many years and bioaccumulate in organisms.

The EPA has classified PCBs as probable human carcinogens. In 1979, the EPA banned the use of PCBs in most new electrical equipment and began a program to phase out certain existing PCB-containing equipment.

Radon is a naturally-occurring odorless, tasteless, and invisible gas produced from the decay of uranium in soil and water. Structures placed on native soils with elevated levels of radon ■
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can be impacted by the intrusion of radon gas into breathing spaces of the overlying structures, which can cause lung cancer. San Bernardino County is listed as a Zone 2 county, which predicts an average indoor radon screening level between 2 and 4 pCi/L, which is within the recommended levels assigned by the EPA (EPA 2014).

Schools
As described in Section 3.3, Air Quality, of this Draft SEIR, some land uses are considered more sensitive to airborne hazardous materials than others due to the types of population groups or activities involved. Because sensitive population groups include children, the California Environmental Quality Act (CEQA) requires an evaluation of hazardous emissions or handling hazardous materials, substances, or waste within 0.25 miles of an existing or proposed school, private or public. There are currently 5 public school districts serving the City of Ontario (for list of public schools see Table 3.15-2, Public Schools Serving the City of Ontario).

Pipelines
Pipelines of concern carry hazardous liquids and/or gases that can be harmful to life and property. The City of Ontario does have hazardous pipelines that run through the City. A search on the US Department of Transportation (USDOT) National Pipeline Mapping System found 2 gas transmission pipelines and one hazardous liquid pipeline within the city (USDOT 2025). The risk associated with these pipelines is the exposure of people to hazardous materials or electrical currents because of breakage during an earthquake or ground excavation. Although the City does not contain any active earthquake faults, it is surrounded by areas that experience fault ruptures, liquefaction, and landslides. A seismic event that involves one of these hazards may affect a pipeline or electrical line in a surrounding area and could impact the services being provided to Ontario through pipelines and electrical lines. The excavation of areas near pipelines is required to follow the regulatory procedures of the Underground Service Alert of Southern California.

Airports
The Ontario International Airport (ONT) and the Chino Airport (CNO) operate in and around Ontario. ONT is centrally located in the northern part of the City, and the CNO borders Ontario on the south. Figure 3.9-2, Airport Safety Zones, shows the airport safety zones associated with ONT and CNO. Figure 3.13-2, Airport Noise Contours, in Section 3.13, Noise, identifies the noise compatibility zones for ONT and CNO.
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THE ONTARIO PLAN

SUPPLEMENTAL EIR
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Source: City of Ontario, 2019 and 2022
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Dale: 12/9/2025
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Ontario International Airport
ONT has the capacity to provide regional air traffic for domestic and international commercial and cargo service, and the necessary support facilities for major and smaller airlines. Prior to the closure of the Ontario Army Airfield in 1995, the site was operated by the Ontario Air National Guard. In 1967, there was a joint powers agreement between the City of Ontario and the Los Angeles Department of Airports to operate and manage ONT. The City of Ontario and San Bernardino County formed the Ontario International Airport Authority in August 2012 by enacting a joint powers agreement (Ontario 2018). In 2024, approximately 7 million passengers and 793,371 tons of air freight traveled through the airport (ONT 2025a).

The Ontario International Airport Land Use Compatibility Plan was adopted on April 19, 2011, by the Ontario City Council to promote compatibility with surrounding land uses and amended in July 2018. The ALUCP provides guidance and promotes compatibility between the airport and the land that surrounds it to avoid potential compatibility conflicts (Ontario 2018).

The Ontario International Airport–Inter Agency Collaborative (ONT-IAC) was formed through a Cooperative Agreement by all Affected Agencies to maintain local jurisdiction control of land use planning for areas within ONT Airport Influence Area. The Affected Agencies include the City of Chino, City of Fontana, City of Montclair, City of Ontario, City of Rancho Cucamonga, City of Upland and San Bernardino County. The ONT ALUCP contains the ONT-IAC operational framework and identifies 3 framework components: 1) a technical group (ONT-IAC Technical Staff Group) comprised of senior staff members from the Affected Agencies to review projects for consistency with the ALUCP; 2) an appeals body (ONT-IAC Mediation Board) to resolve consistency evaluation disputes; and 3) an administrative function managed by the City of Ontario.

Safety Zones
The following is a summary of the safety zone information for the ONT provided in the ALUCP:

Safety Zone 1 reflects the airport’s established Runway Protection Zone. Land use restrictions in this zone include:

Prohibited livestock uses; outdoor assembly areas; local parks; camping grounds; cemeteries; all residential and lodging uses; all educational and institutional uses; all commercial, offices, and services uses; all industrial, manufacturing, and storage uses; airport terminals; rail and bus stations; communication facilities; power plants; electrical substations; wastewater facilities; solid waste disposal facilities; and solid waste transfer facilities. Conditional allowance for natural land area, flood plains/reservoirs, transportation routes, and auto parking.

Safety Zone 2 reflects the airport’s established Inner Approach/Departure. Land use restrictions in the Safety Zone 2 include:
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Prohibited outdoor major facilities, group recreation, local parks, camping grounds, all residential and lodging uses, all educational and institutional uses, major and local retail, eating establishments, vehicle fueling, hazardous materials production, heavy industrial, research and development, communication facilities, and power plants.

Conditional allowance for flood plains/reservoirs, nonresidential agriculture, small recreation, limited retail/wholesale, offices, personal and miscellaneous services, light industrial, indoor storage, rail and bus stations, electrical substations, wastewater facilities, and solid waste disposal facilities.

Normally compatible with natural land areas, livestock uses, cemeteries, outdoor storage, mining and extraction, airport terminals, transportation routes, auto parking, and solid waste transfer facilities.

Safety Zone 3 reflects the airport’s established Inner Turning Zone. Land use restrictions in the Safety Zone 3 include:

Prohibited outdoor major facilities, residential and lodging uses (except short-term lodging), most educational and institutional uses (except what is listed below), and hazardous materials production.

Conditional allowance for flood plains/reservoirs, nonresidential agriculture, group recreation areas, local parks, camping grounds, short-term lodging, adult education spaces, community libraries, indoor assembly facilities, indoor recreation, in-patient and out-patient medical, public safety facilities, commercial, office, and service uses, heavy industrial uses, light industrial, research and development, communications facilities, and power plants.

Normally compatible with natural land areas, livestock uses, cemeteries, vehicle fueling, indoor storage, outdoor storage, mining and extraction, airport terminals, rail and bus stations, transportation routes, auto parking, electrical substations, wastewater facilities, solid waste disposal facilities, and solid waste transfer facilities.

Safety Zone 4 reflects the airport’s established Outer Approach/Departure. Land use restrictions in the Safety Zone 4 include
Prohibited outdoor major facilities, residential and lodging uses (except short-term lodging), most educational and institutional uses (except what is listed below), and hazardous materials production.

Conditional allowance for flood plains/reservoirs, nonresidential agriculture, group recreation areas, camping grounds, local parks, short-term lodging, adult education spaces, community library, large indoor assembly facilities, indoor recreation, in-patient and out-patient medical, public safety facilities, major retail, local retail, eating establishments, offices, personal and miscellaneous services, heavy industrial uses, light industrial, research and development, communications facilities, and power plants.

Normally compatible with natural land areas, livestock uses, cemeteries, limited retail/wholesale, vehicle fueling, indoor storage, outdoor storage, mining and extraction, •
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airport terminals, rail and bus stations, transportation routes, auto parking, electrical substations, wastewater facilities, solid waste disposal facilities, and solid waste transfer facilities.

Safety Zone 5 reflects the airport’s established Sideline Zone. Land use restrictions in the Safety Zone 5 include
Prohibited outdoor major facilities, group recreation areas, camping grounds, residential and lodging uses, educational and institutional uses, major retail, local retail, hazardous materials production, heavy industrial, light industrial–high intensity, research and development, power plants, solid waste disposal facilities, and solid waste transfer facilities.

Conditional allowance for local parks, nonresidential agriculture, public safety facilities, eating establishments, offices, personal and miscellaneous services, vehicle fueling, light industrial, rail and bus stations, communications facilities, electrical substations, and wastewater facilities.

Normally compatible with natural land areas, livestock uses, cemeteries, limited retail/wholesale, indoor storage, outdoor storage, mining and extraction, airport terminals, transportation routes, and auto parking.

Chino Airport
CNO is operated by San Bernardino County Department of Airports and is designated a reliever airport for ONT and San Bernardino International Airport. The CNO is south of Ontario across Merrill Avenue and operates on 1,100 acres and services private, business, and corporate tenants and customers from the Inland Empire (Ontario 2022). The City of Chino adopted an Airport Comprehensive Land Use Plan (ACLUP) in November 1991. The Chino Airport Master Plan (AMP) was adopted by the County of San Bernardino in 2006. The ACLUP dated 1991 does not reflect the latest adopted AMP and is not useful for long-range planning purposes.

Also, the existing Chino Airport Land Use Compatibility Plan does not reflect the 2011 Caltrans Airport Land Use Planning Handbook. Public Utilities Code Section 21670.1(c) that requires local jurisdictions under the “alternative process” to “rely upon” the California Airport Land Use Planning Handbook for preparing Compatibility Plans and to utilize the Handbook’s height, land use, noise, safety, and density criteria. Although the City of Ontario does not have the formal responsibility under the “alternative process” to prepare a compatibility plan for CNO, the City of Ontario has adopted the CNO Overlay Zone and Reference I: Chino Airport Land Use Compatibility Plan that addresses CNO’s impacts on Ontario, consistent with policies and criteria set forth within the Caltrans 2011 California Airport Land Use Planning Handbook.

Safety Zones
The following is a summary of the Safety Zone information applicable for Chino Airport consistent with the Caltrans 2011 California Airport Land Use Planning Handbook:
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Safety Zone 1 Runway Protection Zone. Land use restrictions in Safety Zone 1 include:

Normally allowed uses: none
Limited uses: none
Avoided uses: Nonresidential uses except if very low intensity in character and confined to the outer sides; and Parking lots, streets, and roads.

Prohibited uses: All new structures and residential land uses.

Safety Zone 2 Inner Approach/Departure Zone. Land use restrictions in the Safety Zone 2 include:

Normally allowed uses: Agriculture, non-group recreational uses, low-hazard materials storage, warehouse, low-intensity industrial uses, auto repair, aircraft repair, and marine repair services.

Limited uses: Single-story office buildings and nonresidential uses to activities that attract few people.

Avoided uses: All residential uses except as infill in developed areas, multi-story uses, uses with high density or intensity, shopping centers, and most eating establishments.

Prohibited uses: Theaters, meeting halls, other assembly uses, office buildings greater than three stories, labor intensive industrial uses, children's schools, large daycare centers, hospitals, nursing homes, stadiums, group recreational uses, and hazardous uses.

Safety Zone 3 Inner Turning Zone. Land use restrictions in the Safety Zone 3 include:

Normally allowed uses: Uses allowed in Zone 2, greenhouses, low-hazard materials storage, mini-storage, warehouses, light industrial, and vehicle repair services.

Limited uses: Residential uses to very low densities and office and other commercial uses to low intensities.

Avoided uses: Commercial and other nonresidential uses having higher usage intensities, building with more than 3 aboveground habitable floors, and hazardous uses.

Prohibited uses: Major shopping centers, theaters, meeting halls, other assembly facilities, children’s schools, large daycare centers, hospitals, nursing homes, stadiums, and group recreational uses.

Safety Zone 4 Outer Approach/Departure Zone. Land use restrictions in the Safety Zone 4 include:

Normally allowed uses: Uses allowed in Zone 3, restaurant, retail, and industry.

Limited uses: Residential uses to low density.

Avoided uses: High-intensity retail or office buildings.

Prohibited uses: Children’s schools, large daycare centers, hospitals, nursing homes, stadiums, and group recreational uses.
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Safety Zone 6 Traffic Pattern Zone. Land use restrictions in the Safety Zone 6 include:

Normally allowed uses: Residential uses (however, noise and overflight impacts should be considered where ambient noise levels are low).

Limited uses: Children’s schools, large daycare centers, hospitals, nursing homes, and processing and storage of bulk quantities of highly hazardous materials.

Avoided uses: Outdoor stadiums and similar uses with very high intensities.

Prohibited uses: None.

Wildfire
As further described in Section 3.20, Wildfire, the City is not located within a fire hazard severity zone (FHSZ) or wildland-urban interface (WUI) (CAL FIRE 2025a). However, moderate, high, and very high FHSZs are to the north of the City, outside its boundaries in the San Bernardino Mountains. Although Ontario itself is not classified within an FHSZ, wildfires originating in these nearby areas could still pose a potential threat to the City’s developed areas. Wildland fire protection is the primary responsibility of the SBCFPD.

SPECIFIC PLAN
Background
The Specific Plan area consists of 11 individual properties referred to herein as the DeGroot Trust, Pietersma Family Trust, Hindelang Family Trust, B&G Cattle Co., Riley, Costa, Whitegold Ventures LLP, Alewyn, Miersma, DeHoog II, and Swager Properties. Figure 3.9-3, Properties within the EBPSP Area, illustrates the locations of each of these properties within the Specific Plan area.

From at least 1938 to 1953, the Specific Plan area was used for agricultural purposes (row crops and orchards) with a few residential dwellings. By the mid-1950s, the area became increasingly used for dairy farming purposes. From at least 1986 to 1992, uses such as fiberglass camper shell manufacturing, general storage yards, and a truck storage facility were also present.

Currently, land uses within the Specific Plan area include dairy farms (including associated wastewater pond(s) and various ancillary dairy farm structures including corral canopies, sheds, feed silos, and milking barns), storage and minor maintenance of semi-trailer trucks, storage and distribution of krill oil and soy sauce, storage of tires, small animal corrals and associated residencies.
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The Specific Plan area is located within the Chino Groundwater Basin. Concentrated animal feeding lots such as dairy farms can be a source of local groundwater degradation due to nitrates and total dissolved solids (TDS). The Chino Basin once had the highest concentration of dairy animals in the world, with approximately 350 dairies located within a 20-square mile area.

Although the number of dairies has declined significantly, historical land application of manure and process water has resulted in significant groundwater degradation due to high levels of nitrate and TDS (EPA n.d.)
The eastern portion of the Specific Plan area is located within a large regional VOC groundwater plume comprised mostly of trichloroethylene (TCE), referred to as the South Archibald TCE Plume. This plume originates from a source approximately 1.7 miles to the northeast as a result of historical land use of numerous metal plating and finishing facilities. Low concentrations of TCE were reported from 2017 to 2022 in groundwater from two wells on the larger DeHoog II and Swager Properties at concentrations of 1.2 and 0.46 ug/l, respectively, well below the SWRCB, Division of Drinking Water maximum contaminant levels (MCLs) for TCE in drinking water of 5 ug/l. Based on the depth of groundwater and low concentrations of volatile organic compounds (VOCs) detected beneath the Specific Plan area, there is a low likelihood that a vapor intrusion issue is present. At least 2 of the Specific Plan area properties (Swager and DeHoog II) have drinking water supplied by the City of Ontario. There is a low likelihood that land use activities currently located within the Specific Plan area have contributed to the regional groundwater issue. Groundwater monitoring within the plume area is on-going and a remediation system to treat the contaminated groundwater is currently in the design and permitting phases (Appendix G1).

Site Reconnaissance
During the Phase I field reconnaissance, visual evidence of staining, unusual odors, petroleum sheens, or distressed vegetation were observed. Odors associated with dairy farm operations (manure, wastewater ponds) were identified throughout the Specific Plan area. With the exception of Pietersma, Hindelang, B&G Cattle and Riley properties, wastewater ponds associated with dairy farm operations were observed on the remaining properties located within the boundaries of the Specific Plan area. These ponds represent permitted features, and no chemical uses were noted to be associated with these features. No evidence of oil/water separators, utilities of environmental concern, landfills, or dumping was observed. On-site activities observed include dairy farm operations, storage, shipping, manufacturing processes and receiving of products. Exterior industrial features were observed including milk barns, cattle corral canopies, and feed silos. No railroad spurs, baghouses, air emissions, or barrels were observed. All properties were equipped with aboveground storage tanks (ASTs) for milk and feed silos. Interior industrial features were observed including milk pump rooms and cattle wash areas.
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3.9 HAZARDS AND HAZARDOUS MATERIALS
Figure 3.9-3
Properties within the
EBPSP Area
C:Jl EBPSP Boundary
D Property Boundary
2·0·5·0

THE ONTARIO PLAN

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@ 0
~
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Several single to triple pole-mounted electrical transformers along Bon View and Eucalyptus Avenues, and a triple pole mounted transformer on each of the B&G Cattle and DeGroot properties were observed. All observed transformers are expected to be non- polychlorinated biphenyls (PCB) containing and/or dry-type transformers. No staining was observed in the areas of the pole-mounted transformers; therefore, the transformers are not considered a recognized environmental concern (REC) and do not warrant additional investigation. No hydraulic equipment was observed within the Specific Plan area.

Chemical storage, specifically within milk barns, at all properties associated with the dairy farm operations was observed. Chemicals observed in the milk barn areas included numerous 55- gallon drums of iodine, acid wash, and hydrogen peroxide for sanitation purposes. Cattle wash and other sanitation chemicals, farm waste, feed lot spoils, and wastewater ponds were observed.

Based on the age of the buildings (1930s to mid-1960s), it is possible that ACM, underground asbestos-cement pipelines (ACPs), and/or LBP are present. No water intrusion or mold was noted during the reconnaissance (Appendix G1).

Regulatory Agency Database Research
Regulatory records for the Hindelang Property indicate that the property was used to manufacture fiberglass camper shells from at least 1986 through 1992. This operation reportedly included use of a spray paint booth and used and stored hazardous materials including chlorinated and hydrocarbon solvents. Based on the documented use of chlorinated solvents (1,1,1-TCA), poor general housekeeping, and noted automobile repair operations, the Hindelang property was identified as a potential vapor encroachment concern. Additionally, environmental database records for the B&G property report hazardous wastes including 0.17- tons of halogenated solvents (chloroforms, methyl chloride, PCE, etc.) in 1997. Based on the documented use of chlorinated solvents (PCE), the B&G property was identified as a potential vapor encroachment concern.

The Whitegold property within the Specific Plan area was permitted and used for dairy farming purposes since at least 1979 with animal wastewater discharge. The HAZNET database reported approximately 0.9-tons of asbestos containing waste in 2018. This facility was also listed on the LUST and Cortese databases. Two 1,000-gallon USTs storing gasoline and diesel were removed from the property in 1994. No sampling activities were conducted at the time of removal. Soil sampling activities were conducted in 2004 and 2005 to determine the vertical and lateral extent of contamination under the direction of the Santa Ana RWQCB. Soil contaminated with Total Petroleum Hydrocarbon (TPH) and VOCs such as ethylbenzene, toluene, and xylenes were excavated and disposed of off-site. The Santa Ana RWQCB issued a No Further Action (NFA) letter for the case, dated October 18, 2006. Based on this information, the former LUST case 1214

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associated with these listings represents a historical recognized environmental concern (HREC) (Appendix G1).

Soil Sampling
Given the potential concerns identified above for the Hindelang and B&G properties, as well as potential pesticide concerns from historical dairy/agricultural uses, Phase II subsurface investigations were conducted throughout the Specific Plan area. For areas of concern associated with the Hindelang and B&G properties, a total of 8 soil borings were advanced to a depth of 5 feet below ground surface (bgs). For areas of potential pesticide concerns, a total of 220 individual soil samples were collected at a depth of approximately 0.5 feet bgs. Soil vapor sampling was also conducted at depths of 5 feet bgs.

In addition to the above, three samples were taken from several stockpiles of unknown origin, as well as four samples from the most frequently used dirt driveways/pathways at the Hindelang and B&G properties. Please refer to Figure 3.9-4, EBPSP Soil Sample Locations. Samples were tested for TPH, organochlorine pesticides (OCPs), VOCs, and CAM 17 Metals.

Laboratory testing concluded that none of the samples contained contaminants above the thresholds established by the USEPA or DTSC for commercial/industrial land uses. As such, the on-site soils are not significantly impacted by the historical or current land uses within the Specific Plan area (Appendix G2 and G3).

Airport-Related Hazards
Although the Specific Plan area is located within the ONT Influence Area (AIA), it is located outside any identified safety, airspace protection, and noise impact zones. All properties located within the ONT AIA are subject to a real estate transaction disclosure notice (Ontario 2018).

The Specific Plan area is also located within the CNO AIA. The San Bernardino County Comprehensive Land Use Plan for Chino Airport was adopted in 1991 and does not reflect guidance set forth in the 2011 Caltrans Airport Land Use Planning Handbook (SBC ALUC 1991).

As such, in 2022, the City of Ontario adopted the CNO Overlay District which provides maps, criteria, and policy language to guide development within the Chino AIA consistent with the 2011 Caltrans Airport Land Use Planning Handbook.

As illustrated in Figure 3.9-2, the majority of the Specific Plan area is located within CNO Safety Zone 6 (low risk), with a very small portion of the southeastern corner located within Safety Zone 4 (moderate risk). Uses permitted by the EBPSP are allowed in both of these safety zones (Ontario 2022b).
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3.9 HAZARDS AND HAZARDOUS
Figure 3. 9-4
EBPSP Soil Sample
Locations
- - - - EBPSP Boundary
---- Property Boundary
----- Grid Line
RB2A1
SS1 @
•
Ponds
Residential/Developed
Soil and Soil Vapor
Sample Location
Stockpile/Surface Soil
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[=a Proposed Open Space Area
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G 11____11
0 27 5 550 Feet
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LS
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Wildfire Hazards
The Specific Plan area is located within the limits of the City of Ontario, outside of the State Responsibility Area (SRA). The site is not located within an identified Fire Hazard Severity Zone (CAL FIRE 2025b).

According to the City’s 2023 LHMP, no high fire severity zones exist within the City, nor does the City have any wildland-urban interface areas (Ontario 2023). The Specific Plan area is located within a Local Responsibility Area (LRA), with fire protection services currently provided by the OFD.

3.9.3 Standards for Analysis

SIGNIFICANCE CRITERIA
Appendix G, “Environmental Checklist Form,” of the California Environmental Quality Act (CEQA) Guidelines states that the proposed project would result in a significant impact related to hazards and hazardous materials if it would:
a) Create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials. b) Create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment.
c) Emit hazardous emissions or handle hazardous or acutely hazardous materials, substance, or waste within one-quarter mile of an existing or proposed school.
d) Be located on a site that is included on a list of hazardous materials compiled pursuant to Government Code Section 65962.5 and, as a result, would create a significant hazard to the public or the environment.
e) For a project located within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, if the project would result in a safety hazard or excessive noise for people residing or working in the project area.
f) Impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan.
g) Expose people or structures, either directly or indirectly, to a significant risk of loss, injury, or death involving wildland fires.
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METHODOLOGY
Policy Plan Amendment
The required lists of hazardous material release sites summarized under State Agencies in Section 3.9.1, Regulatory Framework, are commonly and collectively referred to as the “Cortese List,” named after the legislator who authored the legislation. Because the statute was enacted more than 20 years ago, some of the provisions refer to agency activities that were conducted many years ago and are no longer being implemented and, in some cases, the information required in the Cortese List does not exist. Those requesting a copy of the Cortese Lists are now referred directly to the appropriate information resources on websites hosted by the boards or departments referenced in the statute, including DTSC’s online EnviroStor database and the SWRCB’s online GeoTracker database. These 2 databases include hazardous material release sites, along with other categories of sites or facilities specific to each agency’s jurisdiction. The following analysis is based on the hazardous materials identified for the Policy Plan Amendment in Section 3.9.2, Existing Conditions. Specific Plan
The analysis of the Specific Plan area evaluates the potential impacts on human health and the environment due to potential exposure of hazardous materials or conditions associated with the site, construction, and operations. The Phase I analysis was conducted in general accordance with the American Society for Testing and Materials (ASTM) International Standard Practice for Environmental Site Assessments: Phase I Environmental Site Assessment Process (ASTM E1527-21) in an effort to identify, to the extent feasible, the presence of Recognized Environmental Conditions (RECs) with respect to the Specific Plan area. The site and surrounding areas were assessed to determine the potential presence of hazardous materials, which included a review of environmental records, a review of historical records, a site reconnaissance, and interviews with representatives of the Specific Plan area and adjoining properties. As part of the Phase II analysis, the site was subdivided into approximately uniform grids so the investigation could be conducted in a manner generally consistent with the DTSC Interim Guidance for Sampling Agricultural Properties.

3.9.4 Relevant New and Modified General Plan Policies
There are no applicable policy changes.
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3.9.5 Environmental Impacts
2022 Certified EIR
The Certified EIR concluded that the approved project would involve the transport, use, and/or disposal of hazardous materials. The Certified EIR also concluded that properties in the City are included on a list of hazardous materials sites. The approved project would comply with federal, state, and local regulations. Furthermore, the approved project concluded that consistency reviews of the proposed land uses with the Airport Land Use Compatibility Plan for the ONT and CNO would prevent significant impacts. In addition, buildout of the approved project would not affect the implementation of an emergency response or evacuation plan. With regard to urban and wildland fire threats, adherence to existing regulations and review of building plans by the Ontario Fire Department would reduce risks from fires to the City. Impacts resulting from the approved project were identified as less than significant upon implementation of regulatory requirements in the Certified EIR.

Proposed Project
a) Would the project create a significant hazard to the public or the environment through the routine transport, use, or disposal of hazardous materials? The Certified EIR concluded that federal and state regulations, City ordinances, and approved project’s policies would help regulate the routine transport, use, and disposal of hazardous materials and wastes. As such, impacts were found to be less than significant.

Policy Plan Amendment
Similar to the approved project, the proposed project involves the designation of commercial, industrial, and residential land uses in Ontario as well as continued redevelopment and large amounts of infill development. Development associated with the proposed project would result in a concentration of commercial, hospitality, office, and industrial uses around ONT and numerous mixed-use projects throughout the City. The potential buildout of the proposed project would increase the number of businesses and residents in the City, thereby increasing the amount of hazardous materials being transported, stored, and manufactured, and the number of people exposed to these materials (refer to Table 2-4, Comparison of Approved TOP 2050 to Policy Plan Amendment). Buildout in accordance with the proposed project would result in an increase in the frequency of transport, use, and disposal of hazardous materials associated with commercial and industrial growth in Ontario, especially in the Ontario Ranch (see Figure 2- 6, Areas of Change). Though businesses and users are required by federal, state, and local regulations to properly transport, use, and dispose of hazardous material, it is possible that 1220

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upset or accidental conditions may arise that result in the release of hazardous materials into the environment.

As noted in Section 3.9.2, Existing Conditions, the City also has a number of hazardous pipelines.

A major high-pressure distribution pipeline, operated by Kinder Morgan, serves ONT with jet fuel. However, this pipeline and others running throughout the City are monitored by pipeline operators who are responsible for the upkeep of pipelines and the authorization of excavations around pipeline locations. Buildout of the proposed project would increase the exposure of people and the environment to potential hazards related to pipeline or electrical line rupture.

As with all development in California, development in Ontario would be required to follow the procedural requirements of the Underground Service Alert of Southern California, or DigAlert.

Additionally, because demolition activities have the potential to expose construction workers and/or the public to ACMs or LBP, such activities would be conducted in accordance with applicable regulations, including, but not limited to: South Coast Air Quality Management District’s Rule 1403; California Health and Safety Code Section 39650 et seq.; California Code of Regulations Title 8, Section 1529; California Occupational Safety and Health Administration regulations (8 CCR Section 1529 [Asbestos] and Section 1532.1 [Lead]); and the Code of Federal Regulations, Title 40, Part 61 (asbestos); Title 40, Part 763 (asbestos); and Title 29, Part 1926 (asbestos and lead).

In conclusion, existing federal and state regulations, City ordinances, and the Policy Plan Amendment policies would continue to regulate the handling of hazardous substances to minimize potential releases, exposure, storage, treatment, and disposal of hazardous materials and wastes. Compared to the approved project, implementation of the proposed project would result in similar impacts because it would increase land use intensity rather than expand development into previously undeveloped areas that require substantial landform modification.

Therefore, like the approved project, any additional hazardous materials transport, use, or disposal occurring under the proposed project would be less than significant with continued compliance with applicable regulations. The Policy Plan Amendment would not result in new or substantially greater impacts compared to the approved project.

Policy Plan Amendment Significance without Mitigation: Less than significant.

Specific Plan
Construction
Construction activities may require limited transport of potentially hazardous materials (e.g., paints, solvents, fertilizer, etc.) to and from the site. This type of storage, transfer, use and disposal of potentially hazardous materials is extensively regulated at the local, State and federal levels.
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Additionally, based on the age of the on-site structures (1930s to mid-1960s), there is a potential for ACMs, ACPs, and/or LBP to be present within the Specific Plan area. Demolition activities within the Specific Plan area would be required to comply with all applicable federal, State, and local hazardous materials regulations, which include mandatory provisions for the safe removal, transport, and disposal of ACMs, ACPs, and LBP. South Coast AQMD Rule 1403 (Asbestos Emissions) and Title 17 of the California Code of Regulations (CCR), Division 1, Chapter 8: Accreditation, Certification, and Work Practices for Lead-Based Paint and Lead Hazards would apply.

Compliance with the existing federal and state regulations, City ordinances, and the Policy Plan Amendment policies would ensure that removal of these materials would not result in a significant hazard to the public or the environment. Therefore, like the approved project, construction activities associated with implementation of the EBPSP would not pose a significant hazard to the public or the environment through the routine transport, use, storage, emission, or disposal of hazardous materials. Accordingly, construction of the EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR. Impacts associated with construction would be less than significant. Operations Although the end users are unknown at this time, it is possible that hazardous materials could be used during the future building users’ daily operations. State and federal Community-Rightto-Know laws allow public access to information about the amounts and types of chemicals in use at local businesses. Laws also are in place that require businesses to plan and prepare for possible chemical emergencies.

Any business that occupies the buildings within the Specific Plan area and that handles hazardous materials (as defined in Section 25500 of California Health and Safety Code, Division 20, Chapter 6.95) would require a permit from the SBCFPD Hazardous Materials Division in order to register the business as a hazardous materials handler. Such businesses also are required to comply with California’s Hazardous Materials Release Response Plans and Inventory Law, which requires immediate reporting to the SBCFPD and the State Office of Emergency Services regarding any release or threatened release of a hazardous material, regardless of the amount handled by the business, and to prepare a Hazardous Materials Business Emergency Plan (HMBEP). An HMBEP is a written set of procedures and information created to help minimize the effects and extent of a release or threatened release of a hazardous material. With mandatory regulatory compliance, the operations of uses implemented pursuant to the EBPSP would not pose a significant hazard to the public or the environment through the routine transport, use, storage, emission, or disposal of hazardous materials. Accordingly, operations of EBPSP land uses would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR. Therefore, impacts associated with long-term operation of the EBPSP would be less than significant.
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Specific Plan Significance without Mitigation: Less than significant Impact HAZ-1: Compliance with existing regulations and policies would ensure that implementation of the proposed project would not adversely affect the environment through transport, use, and/or disposal of hazardous materials
Mitigation Measures
Mitigation Measures from the 2022 Certified EIR
The 2022 Certified EIR did not identify significant hazards and hazardous materials impacts and therefore no mitigation measures were identified in the 2022 Certified EIR.

New Mitigation Measures
No impacts were identified, and no mitigation measures are needed. b) Would the project create a significant hazard to the public or the environment through reasonably foreseeable upset and accident conditions involving the release of hazardous materials into the environment?
The Certified EIR concluded that compliance with federal and state regulations, City ordinances, and approved project’s policies would help regulate the handling of hazardous substances, thereby reducing the potential for their release and exposure in the environment. Impacts were found to be less than significant.

Policy Plan Amendment
As listed in Table 3.9-1, the City of Ontario has around 36 TRI facilities or active sites that generate, transport, treat, store, and/or dispose of hazardous waste. Figure 3.9-1 shows the known contaminated sites and facilities in Ontario based on the EnviroStor database. An increase in the transport of hazardous waste from an increased demand for transport, use, and disposal within or outside the City could result in more accidents, leading to the release of hazardous materials. An increase in the transport of hazardous materials as a result of the commercial and industrial growth in the City would be limited to areas along interstates and rail lines, where commercial and industrial uses would be concentrated. Some transport of hazardous materials may occur near small commercial pockets proposed throughout various areas of the City.

As stated previously in Impact Discussion a), existing federal and state regulations, City ordinances, and the Policy Plan Amendment policies would continue to regulate the handling of hazardous substances to minimize potential releases, exposure, storage, treatment, and disposal of hazardous materials and wastes. Compared to the approved project, 1223

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implementation of the Policy Plan Amendment would result in similar impacts because it would increase land use intensity rather than expand development into previously undeveloped areas that require substantial landform modification. Therefore, like the approved project, any potential release and exposure of hazardous materials into the environment under the Policy Plan Amendment would be less than significant with continued compliance with applicable regulations. The Policy Plan Amendment would not result in new or substantially greater impacts compared to the approved project.

Policy Plan Amendment Significance without Mitigation: Less than significant.

Specific Plan
On-Site Conditions
As discussed above, Phase II subsurface investigations were conducted throughout the Specific Plan area. For areas of concern associated with the Hindelang and B&G properties, a total of 8 soil borings were advanced to a depth of 5 feet bgs. For areas of potential pesticide concerns, a total of 220 individual soil samples were collected at a depth of approximately 0.5 feet bgs. Soil vapor sampling was also conducted at depths of 5 feet bgs.

In addition to the above, 3 samples were taken from several stockpiles of unknown origin, as well as 4 samples from the most frequently used dirt driveways/pathways at the Hindelang and B&G properties. Samples were tested for TPH, OCPs, VOCs, and CAM 17 Metals.

Nonetheless, construction activities have the potential to encounter unknown soil/soil vapor contamination or unknown subsurface structures within the Specific Plan area. As a result, the potential for accidental release of hazardous materials during construction associated with the Specific Plan area would represent a greater impact than the previously approved project. This is considered a potentially significant impact.

Construction
Construction activities may require limited transport of potentially hazardous materials (e.g., paints, solvents, fertilizer, etc.) to and from the site. This type of storage, transfer, use and disposal of potentially hazardous materials is extensively regulated at the local, State and federal levels.
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As previously discussed in Impact Discussion a), above, there is a potential for ACMs, ACPs, and LBP to be present within the Specific Plan area. Demolition activities within the Specific Plan area would comply with all applicable federal, State, and local hazardous materials regulations.

Compliance with regulatory requirements would ensure that removal of these materials would not result in a foreseeable upset or accident conditions involving the release of hazardous materials into the environment.

Any potential release or exposure of hazardous materials into the environment due to the construction of the EBPSP would be less than significant with continued compliance with applicable regulations. The EBPSP would not result in new or substantially greater impacts compared to the approved project.

Operations
Operations could involve the temporary storage and handling of potentially hazardous materials such as pesticides, fertilizers, or paint products that are pre-packaged for distribution and use, which is regulated at the local, State and federal levels.

As previously mentioned, any business that occupies the buildings within the Specific Plan area and that handles hazardous materials would require a permit from the SBCFPD Hazardous Materials Division in order to register the business as a hazardous materials handler. Such businesses would also be required to prepare a HMBEP.

Operations of the EBPSP would not result in conditions that are not currently addressed by existing regulations, precluding foreseeable upset or accident conditions involving the release of hazardous materials into the environment. Therefore, like the approved project, this impact is less than significant. Accordingly, the EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR.

Specific Plan Significance without Mitigation: Potentially significant.

Impact HAZ-2: Existing regulations and policies of TOP 2050 would ensure that development associated with the Policy Plan Amendment would not exacerbate the potential release of hazardous materials into the environment. However, development of the EBPSP, as well as existing site conditions, may reveal unknown soil or soil vapor contamination or unknown subsurface structures.

Mitigation Measures
Mitigation Measures from the 2022 Certified EIR
The 2022 Certified EIR did not identify significant hazards and hazardous materials impacts and therefore no mitigation measures were identified in the 2022 Certified EIR. 1225

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New Mitigation Measures
Policy Plan Amendment
No additional mitigation measures have been identified.

Specific Plan
Development of the EBPSP has the potential to encounter unknown soil/soil vapor contamination or unknown subsurface structures within the Specific Plan area.

Mitigation Measure HAZ-1-SP: Prior to the issuance of a grading permit, the Applicant shall prepare a Soil Management Plan (SMP) to address potentially unknown soil/soil vapor contamination or unknown subsurface structures (e.g., clarifiers, underground storage tanks [USTs], asbestos containing pipelines [ACPs], etc.) that may be encountered during redevelopment activities. The SMP shall include explicit instructions for the appropriate handling, storage, and disposal of any known or potentially impacted soil during soil moving activities. The general contractor shall follow the requirements of the SMP and stop work to make notification to the environmental team if any potential impacts are observed at any time the environmental team is not already on-site. The SMP shall also require air monitoring activities to monitor the air downwind of the Specific Plan area and appropriate Health and Safety Plans that will be employed by site workers. The SMP shall identify specific requirements intended to protect human health when soil in certain areas of known or suspected impacts are disturbed for any reason, including, without limitation, as a result of demolition, utility installation/repair, soil excavation, drilling, grading/filling activities, stockpile generation, soil management, loading, and transportation.

Significance After Mitigation
Specific Plan
Mitigation Measure HAZ-1-SP would ensure that no significant impacts due to unknown soil/soil vapor contamination or unknown subsurface structures would occur. Adherence to the SMP would ensure compliance with existing laws and regulations. Accordingly, the EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR.

Specific Plan Significance with Mitigation: Less than significant. 1226

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c) Would the project emit hazardous emissions or handle hazardous or acutely hazardous materials, substance, or waste within one-quarter mile of an existing or proposed school?
The Certified EIR concluded that compliance with federal and state regulations, City ordinances, and approved project’s policies would help regulate the handling of hazardous substances, thereby reducing the potential for their release and exposure in the environment, including in proximity to existing and proposed schools. As such, impacts were found to be less than significant.

Policy Plan Amendment
Although implementation of the proposed project would increase overall commercial and industrial activity within the City, thereby potentially increasing the use or transport of hazardous materials near existing or proposed schools, future development would remain subject to all applicable federal, state, and local regulations governing the safe handling of such materials. Compliance with these regulations would ensure that hazardous substances are properly managed, stored, and disposed of to prevent releases to the environment near existing or proposed schools. Additionally, the areas of change are concentrated in the southern part of the City, and there are no schools in this area (refer to Figure 2-6). Moreover, any future projects located near schools would be required to demonstrate compliance with regulatory standards designed to protect sensitive receptors and ensure that hazardous emissions or waste are not generated in proximity to these facilities.

As stated previously in Impact Discussion a), existing federal and state regulations, City ordinances, and the Policy Plan Amendment policies, including policies S-6.1 through S-6.9, would continue to regulate the handling of hazardous substances to minimize potential releases, exposure, storage, treatment, and disposal of hazardous materials and wastes, including in proximity to schools. Compared to the approved project, implementation of the proposed project would result in similar impacts because it would increase land use intensity rather than expand development into previously undeveloped areas that require substantial landform modification. Therefore, like the approved project, any potential release and exposure of hazardous materials near existing or proposed schools under the proposed project would be less than significant with continued compliance with applicable regulations. The proposed project would not result in new or substantially greater impacts compared to the approved project.

Policy Plan Amendment Significance without Mitigation: Less than significant.

Specific Plan
The Specific Plan area is not located within one-quarter mile of an existing or proposed school.

The nearest school is the Park View Elementary School, which is located approximately 1.87 1227

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miles southeast of the Specific Plan area. Accordingly, the EBPSP would not emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, and/or waste within one-quarter mile of an existing or proposed school. Therefore, like the approved project, impacts would be less than significant. Accordingly, the EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR.

Specific Plan Significance without Mitigation: Less than significant.

Impact HAZ-3: Existing regulations and policies identified in the Policy Plan Amendment would ensure that the proposed project would have no adverse impacts to schools from facilities that handle hazardous materials.

New Mitigation Measures
No impacts were identified, and no mitigation measures are needed. d) Would the project be located on a site that is included on a list of hazardous materials compiled pursuant to Government Code Section 65962.5 and, as a result, would create a significant hazard to the public or the environment? The Certified EIR concluded that implementation of the approved project’s policies in addition to compliance with existing regulations ensured that development of the approved project would not exacerbate existing hazards associated with existing hazardous materials sites. As such, impacts were found to be less than significant.

Policy Plan Amendment
The Policy Plan Amendment guides growth in development within the City and is not a development project. The proposed project primarily involves modifying the currently permitted and planned TOP land use pattern across nearly 1,000 acres in southern Ontario (see Figure 2-6). Development in accordance with the Policy Plan Amendment land use plan would involve redevelopment and reuse of some sites listed as hazardous materials sites on environmental databases (see Section 3.9.2 under “Hazardous Materials Sites”). The listings document the presence of hazardous materials on those sites but do not document hazardous releases. As a result, redevelopment of these sites could potentially expose future residents and workers to hazards from known hazardous materials releases on and near the sites. 1228

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Site assessments for hazardous materials and remediation of hazardous materials releases would be required for redevelopment projects developed in accordance with the Policy Plan Amendment and the regulations and policies of the agency assigned to the site (i.e., DTSC, Water Quality Control Board, CUPA, EPA). Furthermore, there are several Policy Plan Amendment policies that address development on and around known hazardous waste sites.

These policies include:

LU-2.1: Land Use Decisions. We minimize adverse impacts on adjacent properties when considering land use and zoning requests.

LU-2.3: Hazardous Uses. We regulate the development of industrial and similar uses that use, store, produce, or transport toxic substances, air emissions, other pollutants, or hazardous materials.

LU-2.9: Methane Gas Sites. We require sensitive land uses and new uses on former dairy farms or other methane-producing sites be designed to minimize health risks.

S-6.2: Response to Hazardous Materials Releases. We respond to hazardous materials incidents and coordinate these services with other jurisdictions.

S-6.5: Location of Hazardous Material Facilities. We regulate facilities that will be involved in the production, use, storage, or disposal of hazardous materials, pursuant to federal, state, county, and local regulations, so that impacts to the environment and sensitive land uses are mitigated. We prohibit new hazardous waste facilities in close proximity to sensitive land uses and environmental justice areas.

S-6.6: Location of Sensitive Land Uses. We prohibit new sensitive land uses from locating within airport safety zones and near existing sites that use, store, or generate large quantities of hazardous materials.

S-6.8: Mitigation and Remediation of Groundwater Contamination. We actively participate in local and regional efforts directed at both mitigating environmental exposure to contaminated groundwater and taking action to clean up contaminated groundwater once exposure occurs.

S-6.9: Remediation of Methane. We require development to assess and mitigate the presence of methane, per regulatory standards and guidelines.

Compared to the approved project, buildout under the proposed project would result in similar impacts because it would increase land use intensity rather than expand development into previously undeveloped areas that require substantial landform modification. Therefore, like the approved project, the proposed project would not expose people to substantial hazards from sites containing hazardous materials listed on environmental databases and impacts would be less than significant. Overall, the proposed project would not result in new impacts or a substantial increase in the magnitude of impacts compared to the approved project.

Policy Plan Amendment Significance without Mitigation: Less than significant. ■
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Specific Plan
The SWRCB GeoTracker database and the DTSC online EnviroStor database were searched for records related to the Specific Plan area.

The Whitegold property has been permitted and used for dairy farming purposes since at least 1979 with animal wastewater discharge. This facility was listed on the LUST and Cortese databases (CalEPA 2026). Two 1,000-gallon USTs storing gasoline and diesel were removed from the property in 1994. No sampling activities were conducted at the time of removal.

Subsequent soil sampling activities were conducted in 2004 and 2005 to determine the vertical and lateral extent of contamination under the direction of the Santa Ana RWQCB. Soils impacted with TPH and VOCs were reportedly excavated at depths ranging from approximately 32 to 50 feet bgs and disposed offsite, totaling approximately 500 cubic yards (752 tons) of impacted soil. Residual petroleum hydrocarbons were detected at a depth of approximately 30 feet bgs. Based on these remediation activities, the low residual concentrations of TPH and the depth to groundwater (approximately 120 feet bgs), the Santa Ana RWQCB issued a No Further Action letter for the case on October 18, 2006 (Appendix G1). As the site has received a status of Completed – Case Closed, it would not create a significant hazard to the public or the environment. No other properties within the Specific Plan area are identified on a list compiled pursuant to Government Code Section 65962.5. The 2022 Certified EIR acknowledged that development in accordance with TOP 2050 would affect properties identified on hazardous materials databases. Site assessments for hazardous materials and the remediation of any hazardous materials releases would be required for redevelopment projects implemented under the proposed project, in accordance with the regulations and policies of the agency with jurisdiction over the site (i.e., DTSC, Water Quality Control Board, CUPA, EPA).

Therefore, like the approved project, impacts would be less than significant. Accordingly, the EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR.

Specific Plan Significance without Mitigation: Less than significant.

Impact HAZ-4: Existing regulations and policies of the Policy Plan Amendment would ensure that development associated with the proposed project would not exacerbate existing hazards.

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New Mitigation Measures
No impacts were identified, and no mitigation measures are needed. e) For a project within an airport land use plan or, where such a plan has not been adopted, within two miles of a public airport or public use airport, would the project result in a safety hazard or excessive noise for people residing or working in the project area?
The Certified EIR concluded that the development allowed under the approved project near the airport influence areas would be consistent with the adopted ALUCP for ONT and meet the conditions of the CNO Authority and the 2011 Caltrans Airport Land Use Planning Handbook. As a result, impacts were identified as less than significant.

Airport safety hazards include hazards posed to aircraft and hazards posed by aircraft to people and property on the ground. With proper land-use planning, aircraft safety risks can be reduced, primarily by avoiding incompatible land uses. The Federal Aviation Administration and Caltrans Division of Aeronautics provide guidance for land use safety near airports. With adherence to these guidelines, high concentrations of people are not exposed to potential airplane accidents along runways or near airports while airplanes are departing and arriving. There are also guidelines on the placement of housing, schools, and other sensitive land uses near airports because of the noise pollution caused by airplanes (see also Section 3.13, Noise).

Policy Plan Amendment
Ontario International Airport
ONT has the capacity to provide regional air traffic for domestic and international commercial and cargo service, and the necessary support facilities for major and smaller airlines. It operates as a medium-hub, full-service airport serving major US cities and international cities with an average of 90 daily departures (ONT 2025b). The City of Ontario prepared an ALUCP for ONT in accordance with the Caltrans Division of Aeronautics’ 2011 California Airport Land Use Planning Handbook. The proposed project would redesignate the area along Holt Boulevard from Business Park to Mixed Use land use and a portion along Grove Avenue from Airport to Industrial land use.

Although the proposed project would redesignate land uses near ONT, any future development facilitated by these changes would remain subject to meet the applicable safety zone restrictions, noise compatibility requirements, and airspace protection policies of the adopted ONT ALUCP. Additionally, the policies under Land Use-5 (LU-5), Airport Planning, of the Policy Plan Amendment require that all new development surrounding ONT be consistent with the adopted ALUCP and be coordinated with airport authorities to ensure that the public is 1231

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protected from excessive noise and safety hazards. Furthermore, a consistency determination analysis for the ONT was prepared by the City and found that the Policy Plan Amendment is consistent with ALUCP for ONT (Appendix G6). Therefore, the approved project, the Policy Plan Amendment maintains consistency with the ALUCP for ONT since the land use designation change within the airport influence area are consistent.

Chino Airport
The CNO is predominantly a recreational airport. Because the airport is not planned for expansion and would remain primarily recreational, and because only lower-elevation buildings surround it and would continue to surround it upon project implementation, the CNO poses no unique hazards. Similar to the approved project, buildout of the Policy Plan Amendment would involve development within the CNO influence area. The proposed land uses within the Chino Airport Overlay include Business Park, Industrial, Medium Density Residential, Mixed Use, and Open Space–Recreation.

The proposed project would redesignate land south of Edison Avenue from General Commercial, Medium Density Residential, and Mixed Use to Business Park and Open Space– Recreation. In general, these changes would result in a reduction in residential land use within the safety zones of Chino Airport. Any future development in these areas of change would remain subject to meet the applicable safety zone restrictions, and airspace protection policies of the CNO Authority and the Caltrans 2011 Handbook. These requirements include appropriate land uses, maximum population density, maximum site coverage, height restrictions, and required notification/disclosure areas based on the noise contours and runway protection, approach, and Part 77 zones of the adopted Chino Airport Master Plan. A consistency determination analysis for the CNO was also prepared by the City of Ontario found that the Policy Plan Amendment is consistent with ALUCP for CNO (Appendix G6).

Furthermore, the policies under Land Use-5 (LU-5), Airport Planning, of the Policy Plan Amendment promote coordination with airport authorities to ensure land uses near the airport are compatible and that the public is protected from excessive noise and safety hazards. These policies include:

LU-5.1: Coordination with Airport Authorities. We collaborate with FAA, Caltrans Division of Aeronautics, airport owners, neighboring jurisdictions, and other shareholders in the preparation, update, and maintenance of airport-related plans.

LU-5.2: Airport Planning Consistency. We coordinate with airport authorities to ensure The Ontario Plan is consistent with state law, federal regulations, and/or adopted master plans, and airport land use compatibility plans for ONT and Chino Airport.

LU-5.3: Airport Impacts. We work with agencies to maximize resources to mitigate the impacts and hazards related to airport operations – their homes. ■
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LU-5.4: ONT Growth Forecast. We support and promote an ONT that accommodates 30 million annual passengers and 1.6 million tons of cargo per year, as long as the impacts associated with that level of operations are planned for and mitigated.

LU-5.5: Airport Compatibility Planning for ONT. We create and maintain the Airport Land Use Compatibility Plan for ONT.

LU-5.6: Alternative Process. We fulfill our responsibilities and comply with state law with regard to the Alternative Process for proper airport land use compatibility planning.

LU-5.7: ALUCP Consistency with Land Use Regulations. We comply with state law that requires general plans, specific plans, and all new development to be consistent with the policies and criteria set forth within an Airport Land Use Compatibility Plan for any publicuse airport.

LU-5.8: Chino Airport. We will support the creation and implementation of the Airport Land Use Compatibility Plan for Chino Airport.

M-5.2. Land Use Compatibility with Regional Transportation Facilities. We work with ONT, railroads, Caltrans, SBCTA, and other transportation agencies to minimize impacts.

Overall, the proposed project ensures compatibility with ONT and CNO. As a result, the proposed project would not result in new or a substantial increase in magnitude of impacts compared to the approved project. Therefore, this impact is less than significant. Policy Plan Amendment Significance without Mitigation: Less than significant.

Specific Plan
The Specific Plan area is located approximately 4.5 miles south of ONT. Although the Specific Plan area is located within the ONT AIA, it is located outside any identified safety, airspace protection, and noise impact zones. All properties located within the ONT AIA are subject to a real estate transaction disclosure notice (Ontario 2018).

The Specific Plan area is approximately one-half mile north of CNO, within the CNO AIA. The San Bernardino County Comprehensive Land Use Plan for Chino Airport was adopted in 1991 and does not reflect guidance in the 2011 Caltrans Airport Land Use Planning Handbook (SBC ALUC 1991). As such, in 2022, the City of Ontario adopted the CNO Overlay District and Reference I:

Chino Airport Land Use Compatibility Plan, which provides maps, criteria, and policy language to guide development within the Chino AIA consistent with the Caltrans 2011 Handbook.

The majority of the Specific Plan area is within CNO Safety Zone 6 (low risk), with a very small portion of the southeastern corner located within Safety Zone 4 (moderate risk). Uses permitted by the EBPSP are allowed in both of these safety zones, subject to the criteria and policies of Reference I: Chino Airport Land Use Compatibility Plan in Table 3.9-2, CNO Compatibility Criteria Matrix (Ontario 2022b).
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Table 3.9-2 CNO Compatibility Criteria Matrix
Safety Zones
Residential
Density
Limits
Non-Residential
Intensity Limits
(People per
acre)
Open Land
Requirement
for Entire
Zone Other Criteria
Boundary
Determinations
Zone 1 Runway
Protection Zone
0 0 All Remaining
Avigation
Easement and
Airspace
Review
Required
RPZ
Zone 2 Inner
Approach/Depart
ure Zone 0 60 (avg.)
120 (single acre)
25%;
preserve
open land
nearest
runway end
Avigation
Easement and
Airspace
Review
Required
Safety Zone 2
Zone 3 Inner
Turning Zone
dwelling
unit per 2-
acre lot
100 (avg.)
300 (single acre)
15%;
preserve
open land
along
extended
runway
centerline
Avigation
Easement and
Airspace
Review
Required
Safety Zone 3
Zone 4 Outer
Approach/Depart
ure Zone 2 dwelling
units per 2-
acre lot
150 (avg.)
450 (single acre)
15%;
preserve
open land
along
extended
runway
centerline
Avigation
Easement and
Airspace
Review
Required
Safety Zone 4
Zone 6 Traffic
Pattern Zone
No Limit
300 (avg.)
1,200 (single
acre)
10%;
preserve
open land
every 1/4 to
1/2 mile
Deed Notice
and Airspace
Review
Required
Safety Zone 6
Source : Ontario 2022b.

Note: Excerpt from Chino Airport Land Use Compatibility Plan (CNO ALUCP), Table I-1: Compatibility Criteria Matrix, Reference I.

As discussed within Section 3.14, Population and Housing, of this Draft SEIR the EBPSP uses have the potential to create up to 1,590 employees within the project site. This would equate to an average of 8.41 people per acre. Even with the addition of visitors to the site, the intensity limits set forth above would not be exceeded. Furthermore, the policies under Land Use-5 (LU1234

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5), Airport Planning, of the Policy Plan Amendment promote coordination with airport authorities to ensure land uses near the airport are compatible and that the public is protected from excessive noise and safety hazards.

Therefore, the EBPSP would not result in greater impacts related to safety hazards or excessive noise for people residing or working in the area compared to the approved project, and impacts would be less than significant. Accordingly, the EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR.

Specific Plan Significance without Mitigation: Less than significant.

Impact HAZ-5: The proposed project is within the airport influence area of the Ontario International Airport and Chino Airport; however, land uses are consistent with the airport safety zones.

New Mitigation Measures
No impacts were identified, and no mitigation measures are needed. f) Would the project impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan?
The Certified EIR concluded that substantial transportation infrastructure improvements are planned to accommodate population growth in the City in the event of an emergency; therefore, the approved project would not interfere with an emergency evacuation plan. As a result, impacts were found to be less than significant.

Policy Plan Amendment
The threat of flood is one of Ontario’s greatest hazard because large portions of the City are within the flood zone. The majority of the population growth associated with the proposed project would occur in Ontario Ranch. As identified in the City’s Roadway Classification map (see Figure 3.17-1, Roadway Classifications), there are substantial improvements in transportation infrastructure planned to accommodate the increase in population in the City in the event of an emergency. Interstate highways would also serve as major emergency response and evacuation routes. As further described in Chapter 3.20, Wildfire, the Policy Plan Amendment land use plan 1235

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would not introduce new roadways or modify existing ones in a manner that would impede emergency vehicle access or evacuation operations. Furthermore, City design review procedures would ensure that all roadway and site designs maintain compliance with emergency access standards and the City’s adopted emergency response plans.

As described in Section 3.9.1, Regulatory Framework, the City’s OEM oversees the City’s emergency plans, which address planned responses to natural disasters, technological incidents, and national security emergencies (Ontario 2025a). Compliance with the City’s Emergency Operations Plan and LHMP would help ensure adequate emergency accessibility is provided to the community. Additionally, the OFD reviews development applications to ensure that adequate emergency accessibility is provided based on local and state guidance. Consequently, the development allowed under the proposed project would not result in new impacts or a substantial increase in the magnitude of impacts compared to the approved project. Therefore, this impact is less than significant. Policy Plan Amendment Significance without Mitigation: Less than significant.

Specific Plan
The Specific Plan area does not contain any emergency facilities, nor do adjacent roadways serve as emergency evacuation routes. The nearest evacuation routes are Edison Avenue/Ontario Ranch Road (east-west direction), Merrill Avenue (east-west direction), Euclid Avenue (north-south direction) and Grove Avenue (north-south direction) above Edison Avenue/Ontario Ranch Road.

Additionally, the City’s LHMP identifies potential hazards within the City and includes hazard mitigation strategies and actions to be implemented in an effort to minimize risk. Land uses implemented pursuant to the Specific Plan would not interfere with the City’s implementation of any of the actions identified therein.

The EBPSP does not propose or require permanent alteration of major vehicle circulation routes. In addition, no facilities or operations that would interfere with any identified emergency response or emergency evacuation plan are proposed in the Specific Plan area. In accordance with the City’s OEM, LHMP, and coordination with the local fire and police departments during construction would ensure that potential interference with emergency response and evacuation efforts are avoided. Further, potential temporary traffic/access disruption that may occur during construction would be addressed through the implementation of a Temporary Traffic Control Plan, as required by the City. The City, as part of its discretionary review process, would review future development application materials to ensure that appropriate emergency ingress and egress is provided.

Based on the preceding, the EBPSP would not physically interfere with an adopted emergency response plan or emergency evacuation plan. Accordingly, the EBPSP would not result in a new 1236

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or substantial increase in the severity of impacts when compared to the 2022 Certified EIR.

Therefore, this impact would be less than significant. Specific Plan Significance without Mitigation: Less than significant.

Impact HAZ-6: Implementation of the proposed project would not impair implementation of or physically interfere with an adopted emergency response plan.

New Mitigation Measures
No impacts were identified, and no mitigation measures are needed. g) Would the project expose people or structures, either directly or indirectly, to a significant risk of loss, injury, or death involving wildland fires? The Certified EIR found that, with the adherence to applicable state and local building standards, development and infrastructure associated with the approved project would result in less than significant risks related to wildfire hazards.

Policy Plan Amendment
Buildout of the proposed project modifies the land-use pattern and updates related Policy Plan elements while maintaining the overall planning and regulatory framework established by the approved project. As further described in Section 3.20, Wildfire, the adopted 2025 CAL FIRE Local Responsibility Area Fire Hazard Severity Zone map does not identify areas in Ontario within a Fire Hazard Severity Zone. However, the City recognizes that even though fuel loading is light and fire risk comes primarily from urban fires, not wildfires, there is some risk related to wildfire events.

Ontario is supported by multiple local and regional programs for fire prevention and for addressing wildland fires should they arise, including the California Building Code, the California Fire Code, CAL FIRE 2024 Strategic Fire Plan for California, County of San Bernardino Multi-jurisdiction Hazard Management Plan, the Ontario LHMP, and fire services from OFD.

Continued adherence to these regulations and practices would ensure that future development and infrastructure associated with the proposed project do not exacerbate risk in wildfire hazards or result in post-wildfire hazards (e.g., landslides, mudflows, and flooding). 1237

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In addition, the Safety Element contains the following policies to prevent wildfire hazards and support the community during wildfire events:

S-3.4: Special Team Services. We maintain effective special rescue services.

S-3.6: Interagency Cooperation. In order to back up and supplement our capabilities to respond to emergencies, we participate in the California Fire Rescue and Mutual Aid Plan.

S-3.8: Fire Prevention through Environmental Design. We require new development to incorporate fire prevention consideration in the design of streetscapes, sites, open spaces, and buildings.

S-3.9: Resource Allocation. We analyze fire data to evaluate the effectiveness of our fire prevention and reduction strategies and allocate resources accordingly.

S-8.3: Emergency/Disaster Training and Exercises. We conduct training and exercises to prepare for and evaluate emergency/disaster response and recovery procedures.

S-8.5: Interdepartmental Coordination. We utilize all City departments to help support emergency/disaster mitigation, preparedness, response, mitigation, and recovery.

CD-2.8: Safe Design. We incorporate defensible space design into new and existing developments to ensure the maximum safe travel and visibility on pathways, corridors, and open space and at building entrances and parking areas by avoiding physically and visually isolated spaces, maintaining visibility and accessibility, and using lighting.

Because the proposed project would not alter topography, slope conditions, or emergency infrastructure design standards, and would continue to implement existing fire-safety programs and policies, it would not expose people or structures to a significant risk of loss, injury, or death involving wildland fires. Accordingly, the Policy Plan Amendment would not result in new or substantially more severe impacts compared to the approved project, and wildfire-related risks would be less than significant. Policy Plan Amendment Significance without Mitigation: Less than significant.

Specific Plan
As detailed in Section 3.20, Wildfire, of this SEIR the Specific Plan area is located within the limits of the City of Ontario, outside of the SRA, and is not located within an identified Fire Hazard Severity Zone (CAL FIRE 2025b).

According to the City’s 2023 LHMP, no high fire severity zones exist within the City, nor does the City have any wildland-urban interface areas (Ontario 2023). The Specific Plan area is located within an LRA, with fire protection services currently provided by the OFD.

Uses implemented pursuant to the EBPSP would comply with the California Building Code, California Fire Code, CAL FIRE 2024 Strategic Fire Plan for California, County of San Bernardino Multi-jurisdiction Hazard Management Plan, the Ontario LHMP, and applicable City policies. ■
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Compliance with these standards and plans would act to prevent or minimize wildfire hazards and would avoid or reduce exposure to wildfire risks. Accordingly, the EBPSP would not result in new or substantially more severe impacts compared to the approved project. The potential for the EBPSP to expose people or structures, either directly or indirectly, to a significant risk of loss, injury, or death involving wildland fires is considered less than significant. The EBPSP would not result in a new or substantial increase in the severity of impacts when compared to the 2022 Certified EIR.

Specific Plan Significance without Mitigation: Less than significant.

Impact HAZ-7: The proposed project would not exacerbate wildfire risks in Ontario.

New Mitigation Measures
No impacts were identified, and no mitigation measures are needed.

3.9.6 Cumulative Impact Analysis
Proposed Project
The land use changes of the Policy Plan Amendment are comprehensive and encompasses the land use changes associated with the EBPSP and the concurrent Zoning changes. Therefore, cumulative impacts for the proposed project are described below.

Hazardous Materials
The cumulative setting for hazardous materials is the City of Ontario. Impacts arising from hazardous materials and hazardous materials releases are site specific and generally do not combine to cause cumulative impacts; however, the cumulative impact analysis considers the Specific Plan and nearby related projects.

As discussed previously, the EBPSP does not propose uses or activities that would require substantial handling or use of hazardous materials, hazardous substances, or hazardous waste that could result in potential adverse effects. Mitigation Measure HAZ-1-SP has been incorporated to ensure proper handling of unknown hazardous materials that may be encountered during grading activities. To the extent that such materials or substances may be 1239

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present during construction or operations they will be transported, stored, used and disposed of consistent with multiple and broad regulatory requirements. As with the Specific Plan, other related projects within the cumulative impact area would be required to comply with applicable federal, State, and local regulations, and such uses would be subject to additional review and permits from their local oversight agency. Therefore, the potential for release of hazardous materials into the environment, whether through accident or due to routine transport, use, or disposal of such materials would comply with regulatory requirements for each development and would not result in a cumulatively considerable impact.

Schools
Any future development located near schools would be required to comply with applicable federal, state, and local regulations governing the safe handling of hazardous materials near existing or proposed schools. Furthermore, the areas of change are concentrated in the southern portion of the City, where there are no schools, and the Specific Plan area is not located within one-quarter mile of an existing or planned school. Implementation of the proposed project would not contribute to a cumulatively-considerable impact associated with emissions within one-quarter mile of an existing or planned school.

Therefore, hazards and hazardous materials impacts are less than significant and would not be cumulatively considerable.

Airport Hazards
The areas considered for cumulative airport-related hazards impacts are the airport influence areas of ONT and CNO. Development proposed within the airport influence areas of ONT and CNO would be required to undergo evaluation under the ALUCP for ONT and the CNO Land Use Compatibility Plan to ensure that the projects comply with the land use regulations for the respective safety zones established by the responsible agencies. Cumulative impacts would be less than significant after compliance with such regulations and impacts of the proposed project would not be cumulatively considerable.

Fire Hazards
The areas considered for cumulative impacts related to wildfires are fire hazard severity zones in the City. Projects within wildfire hazards zones are required to comply with applicable regulations, including the California Building Code Chapter 7A, California Fire Code Chapter 49, and California Public Resources Code Sections 4291, et seq. In addition, policies under the Policy Plan Amendment’s Safety Element would help reduce wildfire- and emergency-related risks. As a result, the risk of wildfire associated with the development under the proposed project would not be cumulatively considerable.
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Emergency Response and Evacuation
The areas considered for cumulative impacts related to emergency response and evacuation are primarily the regional transportation networks (e.g., interstates) that support evacuation and emergency response in the City. Planned improvements to the City’s transportation infrastructure would accommodate increased population and facilitate emergency response and evacuation, with interstate highways serving as primary evacuation routes. The proposed project would not introduce or modify roadways in a manner that impedes emergency vehicle access, and City design review procedures ensure compliance with emergency access standards and adopted emergency response plans. Additionally, the OFD reviews development applications to ensure adequate emergency accessibility. Compliance with the City’s Emergency Operations Plan and the LHMP would further help maintain safe and accessible emergency routes for the community. Therefore, impacts to emergency response and evacuation are less than significant; and therefore, less than cumulatively considerable.

Cumulative impacts associated with hazards and hazardous materials are less than significant. Cumulative Impacts: Implementation of the proposed project, in combination with other development in the city, would not result in a cumulatively considerable contribution to hazards and hazardous materials impacts.

3.9.7 References
CalEPA (California Environmental Protection Agency). 2026, February 10 (accessed). Cortese List Data Resources. https://calepa.ca.gov/sitecleanup/corteselist/.

CAL FIRE (California Department of Forestry and Fire Protection). 2025, October 30 (accessed).

Fire Hazard Severity Zone Viewer.
https://experience.arcgis.com/experience/6a9cb66bb1824cd98756812af41292a0.

CAL FIRE. 2025b, December 5 (accessed). Fire Hazard Severity Zones. https://osfm.fire.ca.gov/what-we-do/community-wildfire-preparedness-andmitigation/fire-hazard-severity-zones.

Chino Airport Land Use Commission. 2023, May 2 (revised). Chino Airport Land Use Compatibility Plan (CNO ALUCP). Reference I, Table I-1. https://content.ontarioca.gov/sites/default/files/2024- 12/Reference%20I_Chino%20Airport%20Land%20Use%20Compatibility%20Plan_Rev%2 005.02.2023.pdf.

DTSC (Department of Toxic Substances Control). 2025a, October 30 (accessed). EnviroStor. http://www.envirostor.dtsc.ca.gov/public/.
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DTSC. 2025b, October 30 (accessed). Active Transporter Search Results. https://hwts.dtsc.ca.gov/Transporters/TRANSRCH02.cfm.

OFD (Ontario Fire Department). 2025, September 11. Information for fire protection services.

Completed by Sagar Patel, Fire Administrative Director.

ONT (Ontario International Airport). 2025a, October 29 (accessed). Statistics, Passenger and Fright Statistics, Year 2024. https://www.flyontario.com/corporate/statistics.

ONT. 2025b. Ontario Airport by the Numbers. https://www.flyontario.com/air-service/mapsinsights?airline=all.

Ontario, City of. 2018, July. Ontario International Airport Land Use Compatibility Plan (ONT ALUCP). City of Ontario Airport Compatibility Planning. https://www.ontarioca.gov/planning/ont-iac.

Ontario. 2022a. The Ontario Plan 2050. Final Supplemental Environmental Impact Report. State Clearinghouse No. 2021070364. https://content.ontarioca.gov/sites/default/files/2024- 12/Final_DraftSEIR_TOP2050.pdf.

Ontario. 2022b. Planning Commission Staff Report. https://legistarwebproduction.s3.amazonaws.com/uploads/attachment/pdf/1480169/20220719_File_No._ PDCA22-004__02_PC_Back-up.pdf.

Ontario. 2023, November. Local Hazard Mitigation Plan (LHMP). https://content.ontarioca.gov/sites/default/files/migrated-files/OntarioFiles/Fire/Ready%2520Ontario/Ontario%2520LHMP.pdf.

Ontario. 2025a, October 29 (accessed). Office of Emergency Management. https://www.ontarioca.gov/residents-health-safety-disaster-preparedness/officeemergency-management.

Ontario. 2025b, October 29 (accessed). Fire Department. https://www.ontarioca.gov/Fire.

Ontario. 2025c, October 29 (accessed). Fire Prevention Bureau. https://www.ontarioca.gov/Fire/Prevention.

Riverside County ALUC (Airport Land Use Commission). 2008, September. Chino Airport Land Use Compatibility Plan (ALUCP). https://rcaluc.org/sites/g/files/aldnop421/files/2023- 06/Chino.pdf. San Bernardino County Airport Land Use Commission). 1991, November.

Comprehensive Land Use Plan, Chino Airport. https://lus.sbcounty.gov/wpcontent/uploads/sites/48/Airports/Chino.pdf. 1242

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San Bernardino-Inyo-Mono Unit. 2025, May 1. 2025. Strategic Fire Plan for the San BernardinoUnyo-Mono Unit. https://34c031f8-c9fd-4018-8c5a-4159cdff6b0d-cdnendpoint.azureedge.net/-/media/osfm-website/what-we-do/community-wildfirepreparedness-and-mitigation/pre-fireplanning/bdu_fireplan_final_052025_1502.pdf?rev=b080d494426a4d4fb377707290613 d59&hash=7EC36DECA4A5693FCD4DD0DE5C689E50.

SWRCB (State Water Resources Control Board). 2025, October 29 (accessed). GeoTracker. http://geotracker.waterboards.ca.gov/.

USDOT (US Department of Transportation). 2025, December 4 (accessed). National Pipeline Mapping System Public Viewer. https://pvnpms.phmsa.dot.gov/PublicViewer/.

USEPA (US Environmental Protection Agency). 2014. Map of Radon Zones. https://www.epa.gov/sites/default/files/2014-08/documents/california.pdf.

USEPA. 2025, October 29 (accessed). Toxics Release Inventory (TRI) Toxics Tracker. Map of TRI Facilities: Reporting Year 2023. https://www.epa.gov/toxics-release-inventory-triprogram.

USEPA. (n.d.). Groundwater Protection. epa.gov.
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3.10 HYDROLOGY AND WATER QUALITY
This section of the Draft Supplemental Environmental Impact Report (SEIR) evaluates the potential hydrology and water quality impacts associated with implementation of the Ontario Policy Plan Amendment and EBPSP (proposed project) in comparison to TOP (approved project) and the impacts identified in the 2022 Certified EIR.

Hydrology deals with the distribution and circulation of water, both on land and underground.

Water quality deals with the quality of surface water and groundwater. Surface water includes lakes, rivers, streams, and creeks; groundwater is under the earth’s surface. Groundwater supply and management is discussed in Section 3.19, Utilities and Service Systems. The site-specific analysis for the EBPSP is based on the “Preliminary Hydrology Study for Ontario Ranch” prepared by JLC Engineering & Consulting, Inc. and considers both on-site and off-site impacts associated with the EBPSP (see Appendix H1). In addition, the “Preliminary Water Quality Management Plan” for the EBPSP is also provided (Appendix H2). The “Eucalyptus Business Park Specific Plan Water Supply Assessment” includes the water demand and supply for the Specific Plan (Appendix L2).

The City received one comment letter for the NOP related to the San Bernardino County Flood Control District’s (SBCFCD) facilities. The relevant hydrology and water quality issues raised in this comment letter is addressed in this section. For a summary of the comment letters, refer to Table 1-1 in Chapter 1, Introduction, or to Appendix A for the full comment letters.

Terminology
BMPs: best management practices
Design capture volume: required amount of stormwater to be retained due to a development project
LID: low impact development
MS4: municipal separate storm sewer system
SWPPP: Stormwater Pollution Prevention Plan
TMDL: Total Maximum Daily Load. A TMDL is an estimate of the total load of pollutants from point, nonpoint, and natural sources that a water body may receive without exceeding applicable water quality standards, with a factor of safety included. Required by Clean Water Act for impaired water bodies.
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100-year storm: rainfall total that has a 1 percent probability of occurring in a year.

3.10.1 Regulatory Framework
Federal, state and regional laws, regulations, plans, or guidelines that are potentially applicable to the proposed project are summarized below.

FEDERAL
Clean Water Act
The Clean Water Act (CWA) (Title 33 United States Code Sections 1251 to 1376) of 1972 is the primary federal law that governs and authorizes water quality control activities by the United States Environmental Protection Agency (EPA), as well as the states. The statute’s goal is to restore, maintain, and preserve the integrity of the nation’s waters. The CWA regulates both the direct and indirect discharge of pollutants into the nation’s waters and sets water quality standards for all contaminants in surface waters. It is unlawful for any person to discharge any pollutant from a point source into navigable waters unless a permit is obtained under its provisions. The CWA mandates permits for wastewater and stormwater discharges, requires states to establish site-specific water quality standards, and regulates other activities that affect water quality, such as dredging and the filling of wetlands. The CWA also funded the construction of sewage treatment plants and recognized the need for planning to address nonpoint sources of pollution. Section 402 of the CWA requires a permit for all point source (a discernible, confined, and discrete conveyance, such as a pipe, ditch, or channel) discharges of any pollutant into waters of the United States.

Section 303 of the CWA requires states to adopt water quality standards for all surface waters of the United States. As defined by the CWA, water quality standards consist of 2 elements: (1) designated beneficial uses of the water body in question and (2) criteria that protect the designated uses. Section 304(a) requires the EPA to publish advisory water quality criteria that accurately reflect the latest scientific knowledge on the kind and extent of all effects on health and welfare that may be expected from the presence of pollutants in water. Where multiple uses exist, water quality standards must protect the most sensitive use. In California, the EPA has delegated authority to the State Water Resources Control Board (SWRCB) and its 9 Regional Water Quality Control Boards (RWQCBs) to identify beneficial uses and adopt applicable water quality objectives.

When water quality does not meet CWA standards and compromises designated beneficial uses of a receiving water body, Section 303(d) of the CWA requires that water body be listed as “impaired,” and a total maximum daily load (TMDL) must be developed for the impairing pollutant(s). Once established, the TMDL allocates the load among the pollutant sources to the water body.
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National Pollutant Discharge Elimination System
The National Pollutant Discharge Elimination System (NPDES) program under Section 402 of the CWA was established to regulate municipal and industrial discharges to surface waters of the United States. Federal NPDES permit regulations include both point-source municipal waste discharge and nonpoint source stormwater runoff. All facilities that discharge stormwater into surface water from their municipal separate storm water systems (MS4s) are required to obtain an NPDES permit. Ontario lies within the jurisdiction of the Santa Ana RWQCB and is subject to the waste discharge requirements of the San Bernardino County MS4 permit, Order No. R8- 2010-0036, NPDES No. CAS618036.

Under NPDES Permit Provision XI, New Development (Including Significant Re-Development), the co-permittees are required to include appropriate source control, site design, and stormwater treatment measures in new development and redevelopment projects to address stormwater runoff pollutant discharges and prevent increases in runoff flows from new development and redevelopment projects (SWRCB 2010). In addition, projects must address the potential for causing hydrologic conditions of concern if they disturb more than one acre of land and are not in an exempt area, as shown on the San Bernardino Hydrologic Conditions of Concern (HCOC) Exemption Map (San Bernardino County 2025).

Federal Emergency Management Agency
The Federal Emergency Management Agency (FEMA) administers the National Flood Insurance Program to provide subsidized flood insurance to communities that comply with FEMA regulations limiting development in floodplains. FEMA also issues Flood Insurance Rate Maps (FIRMs) that identify which land areas are subject to flooding. These maps provide flood information and identify flood hazard zones in the community. The design standard for flood protection is established by FEMA. FEMA’s minimum level of flood protection for new development is the 100-year flood event, also described as a flood that has a 1-in-100 chance of occurring in any given year.

Ontario City CouncilJune 16, 2026

Ontario City Council
June 16, 2026