Rancho Mirage City Council
November 6, 2025

Carbon Monoxide
Carbon monoxide (CO) is a colorless, odorless gas that is formed when carbon in fuel is not burned completely.

It is a component of motor vehicle exhaust, which contributes about 56 percent of all CO emissions nationwide. In cities, 85 to 95 percent of all CO emissions may come from motor vehicle exhaust. Other sources of CO emissions include industrial processes (such as metals processing and chemical manufacturing), residential wood burning, and natural sources such as forest fires. Woodstoves, gas stoves, cigarette smoke, and unvented gas and kerosene space heaters are indoor sources of CO. The highest levels of CO in the outside air typically occur during the colder months of the year when inversion conditions are more frequent.

The air pollution becomes trapped near the ground beneath a layer of warm air. CO is described as having only a local influence because it dissipates quickly. Since CO concentrations are strongly associated with motor vehicle emissions, high CO concentrations generally occur in the immediate vicinity of roadways with high TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

traffic volumes and traffic congestion, active parking lots, and in automobile tunnels. Areas adjacent to heavily traveled and congested intersections are particularly susceptible to high CO concentrations.

CO is a public health concern because it combines readily with hemoglobin and thus reduces the amount of oxygen transported in the bloodstream. The health threat from lower levels of CO is most serious for those who suffer from heart disease such as angina, clogged arteries, or congestive heart failure. For a person with heart disease, a single exposure to CO at low levels may cause chest pain and reduce that person's ability to exercise; repeated exposures may contribute to other cardiovascular effects. High levels of CO can affect even healthy people. People who breathe high levels of CO can develop vision problems, reduced ability to work or learn, reduced manual dexterity, and difficulty performing complex tasks. At extremely high levels, CO is poisonous and can cause death.

Sulfur Dioxide
Sulfur Oxide (SOx) gases (including sulfur dioxide [SO2]) are formed when fuel containing sulfur, such as coal and oil is burned, and from the refining of gasoline. SOx dissolve easily in water vapor to form acid and interacts with other gases and particles in the air to form sulfates and other products that can be harmful to people and the environment.

Lead
Lead (Pb) is a metal found naturally in the environment as well as manufactured products. The major sources of lead emissions have historically been motor vehicles and industrial sources. Due to the phase out of leaded gasoline, metal processing is now the primary source of lead emissions to the air. High levels of lead in the air are typically only found near lead smelters, waste incinerators, utilities, and lead -acid battery manufacturers.

Exposure of fetuses, infants and children to low levels of lead can adversely affect the development and function of the central nervous system, leading to learning disorders, distractibility, inability to follow simple commands, and lower intelligence quotient. In adults, increased lead levels are associated with increased blood pressure.

Particulate Matter
Particulate matter (PM) is the term for a mixture of solid particles and liquid droplets found in the air.

Particulate matter is made up of a number of components including acids (such as nitrates and sulfates), organic chemicals, metals, and soil or dust particles. The size of particles is directly linked to their potential for causing health problems. Particles that are less than 10 micrometers in diameter (PM10) are the particles that generally pass through the throat and nose and enter the lungs. Once inhaled, these particles can affect the heart and lungs and cause serious health effects. Particles that are less than 2.5 micrometers in diameter (PM2.5) have been designated as a subset of PM10 due to their increased negative health impacts and its ability to remain suspended in the air longer and travel further.

Reactive Organic Gases (ROG)
Although not a criteria pollutant, reactive organic gases (ROGs), or VOCs, are defined as any compound of carbon —excluding carbon monoxide, carbon dioxide, carbonic acid, metallic carbides or carbonates, and ammonium carbonate —that participates in atmospheric photochemical reactions. Although there are slight differences in the definition of ROGs and VOCs, the two terms are often used interchangeably. Indoor sources of VOCs include paints, solvents, aerosol sprays, cleansers, tobacco smoke, etc. Outdoor sources of VOCs are from combustion and fuel evaporation. A reduction in VOC emissions reduces certain chemical reactions that contribute to the formulation of ozone. VOCs are transformed into organic aerosols in the atmosphere, which contribute to higher PM10 and lower visibility.
gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 303 19669

Other Pollutants of Concern
Toxic Air Contaminants
In addition to the above -listed criteria pollutants, toxic air contaminants (TACs) are another group of pollutants of concern. Sources of toxic air contaminants include industrial processes such as petroleum refining and chrome plating operations, commercial operations such as gasoline stations and dry cleaners, and motor vehicle exhaust. Cars and trucks release at least forty different toxic air contaminants. The most important of these toxic air contaminants, in terms of health risk, are diesel particulates, benzene, formaldehyde, 1,3 - butadiene, and acetaldehyde. Public exposure to toxic air contaminants can result from emissions from normal operations as well as from accidental releases. Health effects of toxic air contaminants include cancer, birth defects, neurological damage, and death.

Toxic air contaminants are less pervasive in the urban atmosphere than criteria air pollutants, however they are linked to short-term (acute) or long-term (chronic or carcinogenic) adverse human health effects. There are hundreds of different types of toxic air contaminants with varying degrees of toxicity. Sources of toxic air contaminants include industrial processes, commercial operations (e.g., gasoline stations and dry cleaners), and motor vehicle exhaust.

According to the 2013 California Almanac of Emissions and Air Quality, the majority of the estimated health risk from toxic air contaminants can be attributed to relatively few compounds, the most important of which is diesel particulate matter (DPM). Diesel particulate matter is a subset of PM2.5 because the size of diesel particles are typically 2.5 microns and smaller. The identification of diesel particulate matter as a toxic air contaminant in 1998 led the California Air Resources Board (CARB) to adopt the Risk Reduction Plan to Reduce Particulate Matter Emissions from Diesel -fueled Engines and Vehicles in September 2000. The plan's goals are a 75 -percent reduction in diesel particulate matter by 2010 and an 85 -percent reduction by 2020 from the 2000 baseline. Diesel engines emit a complex mixture of air pollutants, composed of gaseous and solid material. The visible emissions in diesel exhaust are known as particulate matter or PM, which includes carbon particles or "soot". Diesel exhaust also contains a variety of harmful gases and over 40 other cancer - causing substances. California's identification of diesel particulate matter as a toxic air contaminant was based on its potential to cause cancer, premature deaths, and other health problems. Exposure to diesel particulate matter is a health hazard, particularly to children whose lungs are still developing and the elderly who may have other serious health problems. Overall, diesel engine emissions are responsible for the majority of California's potential airborne cancer risk from combustion sources.

Asbestos
Asbestos is listed as a TAC by the ARB and as a Hazardous Air Pollutant by the EPA. Asbestos occurs naturally in mineral formations and crushing or breaking these rocks, through construction or other means, can release asbestiform fibers into the air. Asbestos emissions can result from the sale or use of asbestos -containing materials, road surfacing with such materials, grading activities, and surface mining. The risk of disease is dependent upon the intensity and duration of exposure. When inhaled, asbestos fibers may remain in the lungs and with time may be linked to such diseases as asbestosis, lung cancer, and mesothelioma. Naturally occurring asbestos is not present in Riverside County. The nearest likely locations of naturally occurring asbestos, as identified in the General Location Guide for Ultramafic Rocks in California prepared by the California Division of Mines and Geology, is located at Asbestos Mountain in the San Jacinto Valley; approximately 12 miles southwest of the site. Due to the distance to the nearest natural occurrences of asbestos, the project site is not likely to contain asbestos.

REGULATORY SETTING
The proposed project is addressed through the efforts of various international, federal, state, regional, and local government agencies. These agencies work jointly, as well as individually, to improve air quality through gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 304 19669

legislation, regulations, planning, policy -making, education, and a variety of programs. The agencies responsible for improving the air quality are discussed below.

Federal - United States Environmental Protection Agency The United States Environmental Protection Agency (EPA) is responsible for setting and enforcing the National Ambient Air Quality Standards (NAAQS) for atmospheric pollutants. It regulates emission sources that are under the exclusive authority of the federal government, such as aircraft, ships, and certain locomotives. The National Ambient Air Quality Standards (NAAQS) pollutants were identified using medical evidence and are shown below in Table 2.

The EPA and the CARB designate air basins where ambient air quality standards are exceeded as "nonattainment" areas. If standards are met, the area is designated as an "attainment" area. If there is inadequate or inconclusive data to make a definitive attainment designation, they are considered "unclassified." National nonattainment areas are further designated as marginal, moderate, serious, severe, or extreme as a function of deviation from standards. Each standard has a different definition, or 'form' of what constitutes attainment, based on specific air quality statistics. For example, the Federal 8 -hour CO standard is not to be exceeded more than once per year; therefore, an area is in attainment of the CO standard if no more than one 8 -hour ambient air monitoring values exceeds the threshold per year. In contrast, the Federal annual PM2.5 standard is met if the three-year average of the annual average PM2.5 concentration is less than or equal to the standard. Attainment status is shown in Table 3.

As part of its enforcement responsibilities, the EPA requires each state with federal nonattainment areas to prepare and submit a State Implementation Plan (SIP) that demonstrates the means to attain the national standards. The State Implementation Plan (SIP) must integrate federal, state, and local components and regulations to identify specific measures to reduce pollution, using a combination of performance standards and market -based programs within the timeframe identified in the State Implementation Plan (SIP).

As indicated below in Table 3, the Basin has been designated by the EPA as a non -attainment area for ozone (O3) and suspended particulates (PM10). Currently, the Basin is in attainment with the ambient air quality standards for carbon monoxide (CO), lead, sulfur dioxide (SO2), suspended particulate matter (PM -2.5), and nitrogen dioxide (NO2).

State - California Air Resources Board
The California Air Resources Board (CARB), which is a part of the California Environmental Protection Agency (CaIEPA), is responsible for the coordination and administration of both federal and state air pollution control programs within California. In this capacity, the CARB conducts research, sets the California Ambient Air Quality Standards (CAAQS), compiles emission inventories, develops suggested control measures, provides oversight of local programs, and prepares the State Implementation Plan (SIP). The California Ambient Air Quality Standards (CAAQS) for criteria pollutants are shown in Table 3. In addition, the CARB establishes emission standards for motor vehicles sold in California, consumer products (e.g., hairspray, aerosol paints, and barbeque lighter fluid), and various types of commercial equipment. Furthermore, the motor vehicle emission standards established by CARB include compliance with the Safer Affordable Fuel -Efficient Vehicles (SAFE) Rule, issued by NHTSA and EPA in March 2020 (published on April 30, 2020 and effective after June 29, 2020). The SAFE Rule sets fuel economy and carbon dioxide standards that increase 1.5 percent in stringency each year from model years 2021 through 2026 and apply to both passenger cars and light trucks.

CARB also sets fuel specifications to further reduce vehicular emissions.

The Salton Sea Air Basin has been designated by the CARB as a nonattainment area for ozone and PM -10.

Currently, the Salton Sea Air Basin is in attainment with the ambient air quality standards for CO, lead, SO2, NO2, and sulfates and is unclassified for visibility reducing particles (PM -2.5) and Hydrogen Sulfide. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 305 19669

On June 20, 2002, the CARB revised the PM10 annual average standard to 20 µg/m3 and established an annual average standard for PM2.5 of 12 µg/m3. These standards were approved by the Office of Administrative Law in June 2003 and are now effective. On September 27, 2007 the CARB approved the South Coast Air Basin and the Coachella Valley 2007 Air Quality Management Plan for Attaining the Federal 8 -hour Ozone and PM2.5 Standards. The plan projects attainment for the 8 -hour Ozone standard by 2024 and the PM2.5 standard by 2015.

On December 12, 2008 the CARB adopted Resolution 08-43, which limits NOx, PM10 and PM2.5 emissions from on -road diesel truck fleets that operate in California. On October 12, 2009 Executive Order R-09-010 was adopted that codified Resolution 08-43 into Section 2025, Title 13 of the California Code of Regulations.

This regulation requires that by the year 2023 all commercial diesel trucks that operate in California shall meet model year 2010 (Tier 4) or latter emission standards. In the interim period, this regulation provides annual interim targets for fleet owners to meet. This regulation also provides a few exemptions including a onetime per year 3 -day pass for trucks registered outside of California.

The CARB is also responsible for regulations pertaining to toxic air contaminants. The Air Toxics "Not Spots" Information and Assessment Act (AB 2588, 1987, Connelly) was enacted in 1987 as a means to establish a formal air toxics emission inventory risk quantification program. AB 2588, as amended, establishes a process that requires stationary sources to report the type and quantities of certain substances their facilities routinely release into the South Coast Air Basin. The data is ranked by high, intermediate, and low categories, which are determined by: the potency, toxicity, quantity, volume, and proximity of the facility to nearby receptors.

AB 617 Nonvehicular air pollution: criteria air pollutants and toxic air contaminants This bill requires the CARB to develop a uniform statewide system of annual reporting of emissions of criteria air pollutants and toxic air contaminants for use by certain categories of stationary sources. The bill requires those stationary sources to report their annual emissions of criteria air pollutants and toxic air contaminants, as specified. This bill required the CARB, by October 1, 2018, to prepare a monitoring plan regarding technologies for monitoring criteria air pollutants and toxic air contaminants and the need for and benefits of additional community air monitoring systems, as defined. The bill requires the CARB to select, based on the monitoring plan, the highest priority locations in the state for the deployment of community air monitoring systems. The bill requires an air district containing a selected location, by July 1, 2019, to deploy a system in the selected location. The bill would authorize the air district to require a stationary source that emits air pollutants in, or that materially affect, the selected location to deploy a fence -line monitoring system, as defined, or other specified real-time, on -site monitoring. The bill authorizes the CARB, by January 1, 2020, and annually thereafter, to select additional locations for the deployment of the systems. The bill would require air districts that have deployed a system to provide to the state board air quality data produced by the system.

By increasing the duties of air districts, this bill would impose a state -mandated local program. The bill requires the CARB to publish the data on its Internet Web site.

Regional
The SCAQMD is the agency principally responsible for comprehensive air pollution control in the Salton Sea Air Basin. To that end, as a regional agency, the SCAQMD works directly with the Southern California Association of Governments (SCAG), county transportation commissions, and local governments and cooperates actively with all federal and state agencies.

South Coast Air Quality Management District
The SCAQMD develops rules and regulations, establishes permitting requirements for stationary sources, inspects emission sources, and enforces such measures through educational programs or fines, when necessary. The SCAQMD is directly responsible for reducing emissions from stationary, mobile, and indirect sources. It has responded to this requirement by preparing a sequence of AQMPs. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 396 19669

Air Quality Management Plan
On June 30, 2016, the SCAQMD released its Draft 2016 AQMP. The 2016 AQMP is a regional blueprint for achieving the federal air quality standards and healthful air. The 2016 AQMP includes both stationary and mobile source strategies to ensure that rapidly approaching attainment deadlines are met, that public health is protected to the maximum extent feasible, and that the region is not faced with burdensome sanctions if the Plan is not approved or if the NAAQS are not met on time. As with every AQMP, a comprehensive analysis of emissions, meteorology, atmospheric chemistry, regional growth projections, and the impact of existing control measures is updated with the latest data and methods. The most significant air quality challenge in the Basin is to reduce nitrogen oxide (NOx) emissions sufficiently to meet the upcoming ozone standard deadlines.

On March 23, 2017 the CARB approved the 2016 AQMP. The primary goal of this Air Quality Management Plan is to meet clean air standards and protect public health, including ensuring benefits to environmental justice and disadvantaged communities. Now that the Plan has been approved by the CARB, it has been forwarded to the U.S. EPA for its review. The Plan was approved by the EPA on June 15, 2017.

On June 21, 2002, the SCAQMD adopted the 2002 Coachella Valley PM10 State Implementation Plan (CVSIP). The 2002 CVSIP, which included a request for extension of the PM10 deadline and met all applicable federal Clean Air Act requirements, including a Most Stringent Measures analysis, control measures, and attainment demonstration. U.S. EPA approved the 2002 CVSIP on April 18, 2003. At the time of adoption, the AQMD committed to revising with the 2002 CVSIP with the latest approved mobile source emissions estimates, planning assumptions and fugitive dust source emission estimates, when they became available.

The 2003 CVSIP updates those elements of the 2002 CVSIP; the control strategies and control measure commitments have not been revised and remain the same as in the 2002 CVSIP. The 2003 CVSIP contains updated emissions inventories, emission budgets, and attainment modeling. It requests that U.S. EPA replace the approved transportation conformity budgets in the 2002 CVSIP with those in the 2003 CVSIP. U.S. EPA approved these budgets on March 25, 2004 with an effective date of April 9, 2004.

In May 2022, the SCAQMD completed the 2022 Draft AQMP. The 2022 Draft AQMP is focused on attaining the 2015 8 -hour ozone standard (70 ppb) for the South Coast Air Basin and Coachella Valley. The Draft 2022 AQMP builds upon measures already in place from previous AQMPs. It also includes a variety of additional strategies such as regulation, accelerated deployment of available cleaner technologies (e.g., zero emission technologies, when cost-effective and feasible, and low NOx technologies in other applications), best management practices, co -benefits from existing programs (e.g., climate and energy efficiency), incentives, and other CAA measures to achieve the 2015 8 -hour ozone standard. The 2022 AQMP was adopted December 2, 2022, by SCAQMD Governing Board. The 2022 AQMP was approved and adopted by CARB on January 26, 2023. The 2022 AQMP strategy includes the following:2 • Wide adoption of zero emissions technologies anywhere available. • Low NOx technologies where zero emissions aren't feasible. • Federal Action.
• Zero emissions technologies for residential and industrial sources such as water and space heaters in buildings and homes regionwide.
• Incentive funding in environmental justice areas.
• Prioritize benefits on the most disadvantaged communities.

SCAQMD Rules and Regulations
During construction and operation, the project must comply with applicable rules and regulations. The following are rules that the project may be required to comply with, either directly, or indirectly:
2 SCAQMD 2022 AQMP Infographic. http://www:agmd.gov/home/air-quality/clean-air-plans/air-quality-mgt-plan/2022-agmp- infographic
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 307 19669

SCAQMD Rule 402
Prohibits a person from discharging from any source whatsoever such quantities of air contaminants or other material which cause injury, detriment, nuisance, or annoyance to any considerable number of persons or to the public, or which endanger the comfort, repose, health or safety of any such persons or the public, or which cause, or have a natural tendency to cause, injury or damage to business or property.

SCAQMD Rule 403
Governs emissions of fugitive dust during construction and operation activities. Compliance with this rule is achieved through application of standard Best Management Practices, such as application of water or chemical stabilizers to disturbed soils, covering haul vehicles, restricting vehicle speeds on unpaved roads to 15 miles per hour, sweeping loose dirt from paved site access roadways, cessation of construction activity when winds exceed 25 mph, and establishing a permanent ground cover on finished sites.

Rule 403 requires that fugitive dust be controlled with best available control measures so that the presence of such dust does not remain visible in the atmosphere beyond the property line of the emission source. In addition, SCAQMD Rule 403 requires implementation of dust suppression techniques to prevent fugitive dust from creating a nuisance off -site. Applicable dust suppression techniques from Rule 403 are summarized below. Implementation of these dust suppression techniques can reduce the fugitive dust generation (and thus the PMZo component). Compliance with these rules would reduce impacts on nearby sensitive receptors.

Rule 403 measures may include but are not limited to the following:
• Apply nontoxic chemical soil stabilizers according to manufacturers' specifications to all inactive construction areas (previously graded areas inactive for 10 days or more). • Water active sites at least three times daily. (Locations where grading is to occur will be thoroughly watered prior to earthmoving.)
• Cover all trucks hauling dirt, sand, soil, or other loose materials, or maintain at least 0.6 meters (2 feet) of freeboard (vertical space between the top of the load and top of the trailer) in accordance with the requirements of California Vehicle Code section 23114.
• Reduce traffic speeds on all unpaved roads to 15 miles per hour (mph) or less. • Suspension of all grading activities when wind speeds (including instantaneous wind gusts) exceed 25 mph.
• Bumper strips or similar best management practices shall be provided where vehicles enter and exit the construction site onto paved roads or wash off trucks and any equipment leaving the site each trip. • Replanting disturbed areas as soon as practical.
• During all construction activities, construction contractors shall sweep on -site and off -site streets if silt is carried to adjacent public thoroughfares, to reduce the amount of particulate matter on public streets. All sweepers shall be compliant with SCAQMD Rule 1186.1, Less Polluting Sweepers.

SCAQMD Rule 403.1 is supplemental to Rule 403 requirements and shall apply only to fugitive dust sources in the Coachella Valley.
(d) General Recuirements of 403.1
(1) Any person who is responsible for any active operation, open storage pile, or disturbed surface area, and who seeks an exemption pursuant to Rule 403, paragraph (g)(2) shall be required to determine when wind speed conditions exceed 25 miles per hour. The wind speed determination shall be based on either District forecasts or through use of an on -site anemometer as described in subdivision (g). (2) Any person involved in active operations in the Coachella Valley Blowsand Zone shall stabilize new man-made deposits of bulk material within 24 hours of making such bulk material deposits.

Stabilization procedures shall include one or more of the following: (A) Application of water to at least 70 percent of the surface area of any bulk material deposits at least 3 times for each day that there TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 308 19669

is evidence of wind driven fugitive dust; or (B) Application of chemical stabilizers in sufficient concentration so as to maintain a stabilized surface for a period of at least 6 months; or (3) Installation of wind breaks of such design so as to reduce maximum wind gusts to less than 25 miles per hour in the area of the bulk material deposits. (3) Any person involved in active operations in the Coachella Valley Blowsand Zone shall stabilize new deposits of bulk material originating from off -site undisturbed natural desert areas within 72 hours.

Stabilization procedures shall include one or more of the following: (A) Application of water to at least 70 percent of the surface area of any bulk material deposits at least 3 times for each day that there is evidence of wind driven fugitive dust; or (B) Application of chemical stabilizers in sufficient concentration so as to maintain a stabilized surface for a period of at least six months. (4) A person who conducts or authorizes the conducting of an active operation shall implement at least one of the control actions specified in Rule 403, Table 2 for the source category "Inactive Disturbed Surface Areas" to minimize wind driven fugitive dust from disturbed surface areas at such time when active operations have ceased for a period of at least 20 days. (5) Any person involved in agricultural tilling or soil mulching activities shall cease such activities when wind speeds exceed 25 miles per hour. The wind speed determination shall be based on either District forecasts or through use of an on -site anemometer as described in subdivision (g). (e) Fugitive Dust Control Plan and Other Recuirements for Construction Projects/Earth-Moving Activities (1) Any person who conducts or authorizes the conducting of an active operation with a disturbed surface area of more than 5,000 square feet shall not initiate any earth -moving activities unless a fugitive dust control plan is prepared and approved by the Executive Officer in accordance with the requirements of subdivision (f) and the Rule 403.1 Implementation Handbook. These provisions shall not apply to active operations exempted by paragraph (i)(4). (2) Any operator required to submit a fugitive dust control plan under paragraph (e)(1) shall maintain a complete copy of the approved fugitive dust control plan on -site in a conspicuous place at all times and the fugitive dust control plan must be provided upon request. (3) Any operator required to submit a fugitive dust control plan under paragraph (e)(1) shall install and maintain signage with project contact information that meets the minimum standards of the Rule 403.1 Implementation Handbook prior to initiating any type of earth -moving activities. (4) Any operator required to submit a fugitive dust control plan under paragraph (e)(1) for a project with a disturbed surface area of 50 or more acres shall have an Dust Control Supervisor that: (A) is employed by or contracted with the property owner or developer; and (B) is on -site or is available to be on -site within 30 minutes of initial contact; and (C) has the authority to expeditiously employ sufficient dust mitigation measures to ensure compliance with all Rule 403 and 403.1 requirements; and (D) has completed the AQMD Coachella Valley Fugitive Dust Control Class and has been issued a valid Certificate of Completion for the class.
(5) Failure to comply with any of the provisions of an approved fugitive dust control plan shall be a violation of this rule.

SCAQMD Rule 445
Prohibits permanently installed wood burning devices into any new development. A wood burning device means any fireplace, wood burning heater, or pellet -fueled wood heater, or any similarly enclosed, permanently installed, indoor or outdoor device burning any solid fuel for aesthetic or space -heating purposes, which has a heat input of less than one million British thermal units per hour.

TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 30 w 19669

SCAQMD Rule 481
Applies to all spray painting and spray coating operations and equipment. The rule states that a person shall not use or operate any spray painting or spray coating equipment unless one of the following conditions is met:
(1) The spray coating equipment is operated inside a control enclosure, which is approved by the Executive Officer. Any control enclosure for which an application for permit for new construction, alteration, or change of ownership or location is submitted after the date of adoption of this rule shall be exhausted only through filters at a design face velocity not less than 100 feet per minute nor greater than 300 feet per minute, or through a water wash system designed to be equally effective for the purpose of air pollution control.
(2) Coatings are applied with high -volume low-pressure, electrostatic and/or airless spray equipment. (3) An alternative method of coating application or control is used which has effectiveness equal to or greater than the equipment specified in the rule.

SCAQMD Rule 1108
Governs the sale, use, and manufacturing of asphalt and limits the volatile organic compound (VOC) content in asphalt used in the Air Basin. This rule would regulate the VOC content of asphalt used during construction.

Therefore, all asphalt used during construction of the project must comply with SCAQMD Rule 1108.

SCAQMD Rule 1113
Governs the sale, use, and manufacturing of architectural coating and limits the VOC content in paints and paint solvents. This rule regulates the VOC content of paints available during construction. Therefore, all paints and solvents used during construction and operation of the project must comply with SCAQMD Rule 1113.

SCAQMD Rule 1143
Governs the manufacture, sale, and use of paint thinners and solvents used in thinning of coating materials, cleaning of coating application equipment, and other solvent cleaning operations by limiting their VOC content. This rule regulates the VOC content of solvents used during construction. Solvents used during the construction phase must comply with this rule.

SCAQMD Rule 1186
Limits the presence of fugitive dust on paved and unpaved roads and sets certification protocols and requirements for street sweepers that are under contract to provide sweeping services to any federal, state, county, agency or special district such as water, air, sanitation, transit, or school district.

SCAQMD Rule 1303
Governs the permitting of re -located or new major emission sources, requiring Best Available Control Measures and setting significance limits for PMio among other pollutants.

SCAQMD Rule 1401
New Source Review of Toxic Air Contaminants, specifies limits for maximum individual cancer risk, cancer burden, and non -cancer acute and chronic hazard index from new permit units, relocations, or modifications to existing permit units, which emit toxic air contaminants. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 400 19669

SCAQMD Rule 1403
Asbestos Emissions from Demolition/Renovation Activities, specifies work practice requirements to limit asbestos emissions from building demolition and renovation activities, including the removal and associated disturbance of asbestos -containing materials (ACM).

SCAQMD Rule 2202
On -Road Motor Vehicle Mitigation Options, is to provide employers with a menu of options to reduce mobile source emissions generated from employee commutes, to comply with federal and state Clean Air Act requirements, Health & Safety Code Section 40458, and Section 182(d)(1)(B) of the federal Clean Air Act. It applies to any employer who employs 250 or more employees on a full or part-time basis at a worksite for a consecutive six-month period calculated as a monthly average.

SCAQMD Rule 2305
The Warehouse Actions and Investments to Reduce Emissions (WAIRE) Program aims to reduce nitrogen oxide and diesel emissions associated with warehouses, help meet federal standards and improve public health. The WAIRE Program is an indirect source rule that regulates warehouse facilities to reduce emissions from the goods movement industry. Owners and operators of warehouses that have 100,000 square feet or more of indoor floor space in a single building must comply with the WAIRE Program. WAIRE is a menu -based point system in which warehouse operators are required to earn a specific number of points every year. The yearly number of points required is based on the number of trucks trips made to and from the warehouse each year, with larger trucks such as tractors or tractor -trailers multiplied by 2.5. Warehouse operators may be exempt from parts of the rule if they operate less than 50,000 square feet of warehousing activities, if the number of points required is less than 10, or if the WAIRE menu action chosen under performs due to circumstances beyond the operator's control, such as a manufacturer defect. SCAQMD Rule 316 establishes fees to fund Rule 2305 compliance activities.

Air Quality Guidance Documents
SCAQMD CEQA Handbook
Although the SCAQMD is responsible for regional air quality planning efforts, it does not have the authority to directly regulate air quality issues associated with plans and new development projects throughout the Salton Sea portion of the South Coast Air Basin. Instead, this is controlled through local jurisdictions in accordance with the California Environmental Quality Act (CEQA). In order to assist local jurisdictions with air quality compliance issues the CEQA Air Quality Handbook (SCAQMD CEQA Handbook) prepared by the SCAQMD (1993) with the most current updates found at htto:// www.acmd.zov/ceca/hdbk.html , was developed in accordance with the projections and programs of the AQMP. The purpose of the SCAQMD CEQA Handbook is to assist Lead Agencies, as well as consultants, project proponents, and other interested parties in evaluating a proposed project's potential air quality impacts. Specifically, the SCAQMD CEQA Handbook explains the procedures that the SCAQMD recommends be followed for the environmental review process required by CEQA. The SCAQMD CEQA Handbook provides direction on how to evaluate potential air quality impacts, how to determine whether these impacts are significant, and how to mitigate these impacts.

SCAQMD is in the process of developing an "Air Quality Analysis Guidance Handbook" to replace the CEQA Air Quality Handbook approved by the AQMD Governing Board in 1993. The 1993 CEQA Air Quality Handbook is still available but not online. In addition, there are sections of the 1993 Handbook that are obsolete. In order to assist the CEQA practitioner in conducting an air quality analysis while the new Handbook is being prepared, supplemental information regarding significance thresholds and analysis, emissions factors, cumulative impacts emissions analysis, and other useful subjects, are available at the SCAQMD website3. The SCAQMD CEQA Handbook and supplemental information is used in this analysis. http://www.agmd.gov/home/regulations/ceqa/air-quality-analysis-handbook .

TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 40 1 19669

Southern California Association of Governments
The SCAG is the regional planning agency for Los Angeles, Orange, Ventura, Riverside, San Bernardino and Imperial Counties and addresses regional issues relating to transportation, the economy, community development and the environment. SCAG is the Federally designated MPO for the majority of the southern California region and is the largest MPO in the nation. With respect to air quality planning, SCAG has prepared the Regional Transportation Plan and Regional Transportation Improvement Plan (RTIP), which addresses regional development and growth forecasts. These plans form the basis for the land use and transportation components of the AQMP, which are utilized in the preparation of air quality forecasts and in the consistency analysis included in the AQMP. The Regional Transportation Plan, Regional Transportation Improvement Plan, and AQMP are based on projections originating within the City and County General Plans.

On April 7, 2016, SCAG's Regional Council adopted the 2016-2040 Regional Transportation Plan/Sustainable Communities Strategy (2016 RTP/SCS or Plan). The Plan is a long-range visioning plan that balances future mobility and housing needs with economic, environmental and public health goals. The Plan charts a course for closely integrating land use and transportation - so that the region can grow smartly and sustainably. It outlines more than $556.5 billion in transportation system investments through 2040. The Plan was prepared through a collaborative, continuous, and comprehensive process with input from local governments, county transportation commissions, tribal governments, non-profit organizations, businesses and local stakeholders within the counties of Imperial, Los Angeles, Orange, Riverside, San Bernardino and Ventura. In June 2016, SCAG received its conformity determination from the Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA) indicating that all air quality conformity requirements for the 2016 RTP/SCS and associated 2015 FTIP Consistency Amendment through Amendment 15-12 have been met.

On September 3, 2020, SCAG's Regional Council unanimously voted to approve and fully adopt Connect SoCal (2020-2045 Regional Transportation Plan/Sustainable Communities Strategy), and the addendum to the Connect SoCal Program Environmental Impact Report. Connect SoCal is a long-range visioning plan that builds upon and expands land use and transportation strategies established over several planning cycles to increase mobility options and achieve a more sustainable growth pattern. Connect SoCal outlines more than $638 billion in transportation system investments through 2045. It was prepared through a collaborative, continuous, and comprehensive process with input from local governments, county transportation commissions, tribal governments, non-profit organizations, businesses and local stakeholders within the counties of Imperial, Los Angeles, Orange, Riverside, San Bernardino and Ventura.

Coachella Valley Model Dust Control Ordinance (see also SCAQMD Rule 403.1) The Coachella Valley Dust Control Ordinance was designed to establish minimum requirements for construction and demolition activities and other specified sources in order to reduce man-made fugitive dust and the corresponding PM10 emissions. The Ordinance establishes following rules associated with reducing the fugitive dust emissions associated with the project:

Section 400 Control Requirements
410. Work Practices - All Fugitive Dust Sources

1. No operator shall conduct any potential dust -generating activity on a site unless the operator utilizes one or more Coachella Valley Best Available Control Measures, as identified in the Coachella Valley Fugitive Dust Control Handbook for each fugitive dust source such that the applicable performance standards are met.

2. Any operator involved in any potential dust -generating activity on a site with a disturbed surface area greater than one acre shall, at a minimum, operate a water application system as identified in the Coachella Valley Fugitive Dust Control Handbook, if watering is the selected control measure. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 402 19669

Performance Standards and Test Methods

3. No person subject to the requirements contained in Section 410.1 shall cause or allow visible fugitive dust emissions to exceed 20 percent opacity, or extend more than 100 feet either horizontally or vertically from the origin of a source, or cross any property line. 420. Construction and Demolition Activities

1. Any operator applying for a grading permit, or a building permit for an activity with a disturbed surface area of more than 5,000 square feet, shall not initiate any earth -moving operations unless a Fugitive Dust Control Plan has been prepared pursuant to the provisions of the Coachella Valley Fugitive Dust Control Handbook and approved by the City (County).

2. A complete copy of the approved Fugitive Dust Control Plan must be kept on -site in a conspicuous place at all times and provided to the City (County) and AQMD upon request.

4. Any operator involved in earth -moving operations shall implement at least one of the following short- term stabilization methods during non -working hours:

A. maintaining soils in a damp condition as determined by sight or touch; or B. establishment of a stabilized surface through watering; or C. application of a chemical dust suppressant in sufficient quantities and concentrations to maintain a stabilized surface.

5. Within 10 days of ceasing activity, an operator shall implement at least one of the following long- term stabilization techniques for any disturbed surface area where construction activities are not scheduled to occur for at least 30 days:

A. revegetation that results in 75 percent ground coverage provided that an active watering system is in place at all times; or
B. establishment of a stabilized surface through watering with physical access restriction surrounding the area; or
C. use of chemical stabilizers to establish a stabilized surface with physical access restriction surrounding the area.

6. Any operator shall remove all bulk material track -out from any site access point onto any paved road open to through traffic:

A. within one hour if such material extends for a cumulative distance of greater than 25 feet from any site access point; and
B. at the conclusion of each workday.

7. Any operator of a project with a disturbed surface area of five or more acres or of any project that involves the import or export of at least 100 cubic yards of bulk material per day shall install and maintain at least one of the following control measures at the intersection of each site entrance and any paved road open to through traffic with all vehicles exiting the site routed over the selected device(s):

A. pad consisting of minimum one -inch washed gravel maintained in a clean condition to a depth of at least six inches and extending at least 30 feet wide and at least 50 feet long; or B. paved surface extending at least 100 feet and at least 20 feet wide; or gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 40 A 19669

C. wheel shaker / wheel spreading device consisting of raised dividers (rails, pipe, or grates) at least three inches tall and at least six inches apart and 20 feet long; or

8. Any operator required to submit a Fugitive Dust Control Plan under Section 420.1 shall install and maintain project contact signage that meets the minimum standards of the Coachella Valley Fugitive Dust Control Handbook, including a 24 -hour manned toll -free or local phone number, prior to initiating any type of earth -moving operations.

9. Any operator of a project with a disturbed surface area of 50 or more acres shall have an Environmental Observer on the site or available on -site within 30 minutes of initial contact that:

A. is hired by the property owner or developer; and
B. has dust control as the sole or primary responsibility; and C. has successfully completed the AQMD Coachella Valley Fugitive Dust Control Class and has been issued a Certificate of Completion for the class; and D. is identified in the approved Fugitive Dust Control Plan as having the authority to immediately employ sufficient dust mitigation 24 -hours per day, seven days a week and to ensure compliance with this ordinance, the approved Fugitive Dust Control Plan, and AQMD regulations.

Performance Standards and Test Methods

10. No operator required to submit a Fugitive Dust Control Plan under Section 420.1 shall cause or allow visible fugitive dust emissions to exceed 20 percent opacity, or extend more than 100 feet either horizontally or vertically from the origin of a source, or cross any property line.

11. Exceedance of the visible emissions prohibition in Section 420.10 occurring due to a high -wind episode shall constitute a violation of Section 420.10, unless the operator demonstrates to City (County) all the following conditions:

A. all Fugitive Dust Control Plan measures or applicable Coachella Valley Best Available Control Measures were implemented and maintained on -site; and
B. the exceedance could not have been prevented by better application, implementation, operation, or maintenance of control measures; and
C. appropriate recordkeeping was compiled and retained in accordance with the requirements in Section 420.12 through 420.15; and
D. documentation of the high -wind episode on the day(s) in question is provided by appropriate records.

Reporting / Recordkeeping
Before Construction

12. The operator of a project with ten acres or more of earth -moving operations shall:

A. forward two copies of a Site -Specific, Stand Alone [8% by 11 inch] Fugitive Dust Control Plan to the AQMD within ten days after approval by the City (County). [Note: A separate AQMD approval will not be issued]; and
B. notify the City (County) and the AQMD at least 24 -hours prior to initiating earth -moving operations.
gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 404 19669

During Construction

13. Any operator involved in earth -moving operations shall compile, and maintain for a period of not less than three years, daily self -inspection recordkeeping forms in accordance with the guidelines contained in the Coachella Valley Fugitive Dust Control Handbook.

14. Any operator involved in earth -moving operations that utilizes chemical dust suppressants for dust control on a site shall compile records indicating the type of product applied, vendor name, and the method, frequency, concentration, quantity and date(s) of application and shall retain such records for a period of not less than three years.

After Construction

15. Any operator subject to the provisions of Section 420.12 shall notify the City (County) and the AQMD within ten days of the establishment of the finish grade or at the conclusion of the finished grading inspection.
430. Disturbed Vacant Lands / Weed Abatement Activities

1. Owners of property with a disturbed surface area greater than 5,000 square feet shall within 30 days of receiving official notice by the City (County) prevent trespass through physical access restriction as permitted by the City (County).

2. In the event that implementation of Section 430.1 is not effective in establishing a stabilized surface within 45 days of restricting access, the owner shall implement at least one of the following long term stabilization techniques within an additional 15 days, unless the City (County) has determined that the land has been restabilized:

A. uniformly apply and maintain surface gravel or chemical dust suppressants such that a stabilized surface is formed; or
B. begin restoring disturbed surfaces such that the vegetative cover and soil characteristics are similar to adjacent or nearby undisturbed native conditions. Such restoration control measure(s) must be maintained and reapplied, if necessary, such that a stabilized surface is formed within 8 months of the initial application.

3. Any operator conducting weed abatement activities on a site that results in a disturbed surface area of 5,000 or more square feet shall:

A. apply sufficient water before and during weed abatement activities such that the applicable performance standards are met.

B. ensure that the affected area is a stabilized surface once weed abatement activities have ceased.

Performance Standards and Test Methods

4. No person subject to the provisions of Sections 430.1 through 430.3 shall cause or allow visible fugitive dust emissions to exceed 20 percent opacity, or extend more than 100 feet either horizontally or vertically from a source, or cross any property line, and shall either:

A. maintain a stabilized surface; or
B. maintain a threshold friction velocity for disturbed surface areas corrected for non -erodible elements of 100 centimeters per second or higher.
gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 405 19669

Reporting / Recordkee
Ding

5. Within 90 days of ordinance adoption, operators of property with disturbed surface area of 5,000 or more square feet shall notify the City (County) of the location of such lands and provide owner contact information.

6. Any person subject to the provisions of Sections 430.1 through 403.3 shall compile, and retain for a period of not less than three years, records indicating the name and contact person of all firms contracted with for dust mitigation, listing of dust control implements used on -site, and invoices from dust suppressant contractors/vendors.
460. Public or Private Paved Roads

1. Any owner of paved roads shall construct, or require to be constructed all new or widened paved roads in accordance with the following standards:

A. curbing in accordance with the American Association of State Highway and Transportation Officials guidelines or as an alternative, road shoulders paved or treated with chemical dust suppressants or washed gravel in accordance with the performance standards included in Section 440.4 with the following minimum widths:

Average Daily Trips
500 - 3,000
3,000 or greater
Section 500 Administrative Requirements
Minimum Shoulder Width
4 feet
8 feet

1. Any operator preparing a Fugitive Dust Control Plan shall complete the AQMD Coachella Valley Fugitive Dust Control Class and maintain a current valid Certificate of Completion.

2. At least one representative of each construction or demolition general contractor and subcontractor responsible for earth -movement operations shall complete the AQMD Coachella Valley Fugitive Dust Control Class and maintain a current valid Certificate of Completion.

3. All reporting / recordkeeping required by Section 420 shall be provided to the City (County) and AQMD representatives immediately upon request.

4. All reporting / recordkeeping required by Section 430 through Section 460 shall be provided to the City (County) and AQMD representatives within 24 -hours of a written request.

Local — City of Rancho Mirage
Local jurisdictions, such as the City of Rancho Mirage, have the authority and responsibility to reduce air pollution through its police power and decision -making authority. Specifically, the City is responsible for the assessment and mitigation of air emissions resulting from its land use decisions. The City is also responsible for the implementation of transportation control measures as outlined in the 2022 AQMP. Examples of such measures include bus turnouts, energy -efficient streetlights, and synchronized traffic signals. In accordance with CEQA requirements and the CEQA review process, the County assesses the air quality impacts of new development projects, requires mitigation of potentially significant air quality impacts by conditioning discretionary permits, and monitors and enforces implementation of such mitigation. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 406 19669

The City relies on the expertise of the SCAQMD and utilizes the SCAQMD CEQA Air Quality Handbook as the guidance document for the environmental review of plans and development proposals within its jurisdiction.

Chapter 6 Air Quality of the City of Rancho Mirage General Plan assists the City and the region to meet ambient air standards set by the U.S. Environmental Protection Agency and the California Air Resources Board.

The air quality related goal and policies in the Air Quality Element that relate to the proposed project include:

Goal AQ-1 Preservation and enhancement of regional air quality for the protection of the health and welfare of the community as a whole.

Policy AQ-1.1 The City shall coordinate and cooperate with CVAG and SCAQMD in the ongoing monitoring and management of major pollutants affecting Rancho Mirage and the region, with particular focus on PM 10.

Policy AQ-1.2 The City shall promote the development of pedestrian -oriented retail centers, as well as community wide multi use trails and bike paths, dedicated bike lanes, and other desirable alternatives to motor vehicle traffic.

Policy AQ-1.3 The City shall promote the appropriate and cost-effective development and coordination of mass transit/ shuttle service linking residential, shopping, resort, and commercial centers of Rancho Mirage, and participate with CVAG, the Southern California Association of Governments, and public and private service providers to improve and optimize regional transportation services.

Policy AQ-t4 The City shall encourage the use of clean alternative energy sources for transportation, heating, and cooling whenever practical.

Policy AQ-1.5 The City shall review all development proposals for potential adverse effects on air quality and require mitigation of any significant impacts.

Policy AQ-1.6 The City shall strive towards achieving a level -of -service C (see Circulation Element) on all roadways to improve traffic flow, minimize idling time, and reduce air emissions. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 407 19669

Table 2
State and Federal Criteria Pollutant Standards
Air Pollutant
Concentration / Averaging Time
Most Relevant Effects
California Standards
Federal Primary
Standards
Ozone (O3)

0.09 ppm/1-hour

0.07 ppm/8-hour

0.070 ppm/8-hour
(a) Decline in pulmonary function and localized lung edema in humans and animals; (b) Risk to public health implied by alterations in pulmonary morphology and host defense in animals; (c) Increased mortality risk; (d) Risk to public health implied by altered connective tissue metabolism and altered pulmonary morphology in animals after long-term exposures and pulmonary function decrements in chronically exposed humans; (e) Vegetation damage; and (f) Property damage.

Carbon
Monoxide
(CO)

20.0 ppm/1-hour

9.0 ppm/8-hour

35.0 ppm/1-hour

9.0 ppm/8-hour
(a) Aggravation of angina pectoris and other aspects of coronary heart disease; (b) Decreased exercise tolerance in persons with peripheral vascular disease and lung disease; (c) Impairment of central nervous system functions; and (d) Possible increased risk to fetuses.

Nitrogen
Dioxide (NO2)

0.18 ppm/1-hour

0.03 ppm/annual
100 ppb/1-hour

0.053 ppm/annual
(a) Potential to aggravate chronic respiratory disease and respiratory symptoms in sensitive groups; (b) Risk to public health implied by pulmonary and extra -pulmonary biochemical and cellular changes and pulmonary structural changes; and (c) Contribution to atmospheric discoloration.

Sulfur Dioxide
(SO2)

0.25 ppm/1-hour

0.04 ppm/24-hour
75 ppb/1-hour

0.14 ppm/annual
(a) Bronchoconstriction accompanied by symptoms which may include wheezing, shortness of breath and chest tightness, during exercise or physical activity in persons with asthma.

Suspended
Particulate
Matter (PM10)
50 µg/m324 hour
20 µg/m3/annual
150 µg/m3/24-hour
(a) Exacerbation of symptoms in sensitive patients with respiratory or cardiovascular disease; (b) Declines in pulmonary function growth in children; (c) Increased risk of premature death from heart or lung diseases in elderly.

Suspended
Particulate
Matter (PM2.5)
12 µg/m3 / annual
3 35 µg/m3 /24 hour
12 µg/m3/annual
Sulfates
25 µg/m3/24-hour
No Federal Standards
(a) Decrease in ventilatory function; (b) Aggravation of asthmatic symptoms; (c ) Aggravation of cardio-pulmonary disease; (d) Vegetation damage; (e) Degradation of visibility; (f) property damage.

Lead

1.5 µg/m3/30-day

0.15 µg/m3/3-month (a)
rolling
Learning disabilities; (b) Impairment of blood formation and nerve conduction.

Visibility
Reducin
Reducing
Particles
Extinction coefficient
of 0.23 per kilometer -
visibility of 10 miles or
more due to particles
when humidity is less
than 70 percent.

No Federal Standards
Visibility impairment on days when relative humidity is less than 70 percent.

Notes:
(1) Source: https://ww2.arb.ca.gov/sites/default/files/2020-07/aags2.pdf gmdii
408
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

Table 3
Salton Sea Air Basin Attainment Status
Pollutant
State Status
National Status
Ozone
Nonattainment
Nonattainment
Carbon monoxide
Attainment
Unclassifiable/Attainment
Nitrogen dioxide
Attainment
Unclassifiable/Attainment
Sulfur dioxide
Attainment
Unclassifiable/Attainment
PM10
Nonattainment
Nonattainment
PM2.5
Attainment
Unclassifiable/Attainment
Notes:
(1) Source : Source (Federal and State Status): SCAQMD 2022 Air Quality Management Plan (December 2022) http://www.agmd.gov/dots/default-source/clean-air-plans/air-quality-management-plans/2022-air-quality-management-plan/final-2022- aqmp/final-2022-aqmp.pdf?sfvrsn=16.
gmdii
409
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

MONITORED AIR QUALITY
The air quality at any site is dependent on the regional air quality and local pollutant sources. Regional air quality is determined by the release of pollutants throughout the air basin. Estimates of the existing emissions in the Basin provided in the Final 2022 Air Quality Management Plan prepared by SCAQMD (December 2022) indicate that collectively, mobile sources account for 46 percent of the VOC, 85 percent of the NOx emissions, 89 percent of the CO emissions and 29 percent of directly emitted PM2.5, with another 18 percent of PM2.5 from road dust.

The EPA and the CARB designate air basins where ambient air quality standards are exceeded as "nonattainment" areas. If standards are met, the area is designated as an "attainment" area. If there is inadequate or inconclusive data to make a definitive attainment designation, they are considered "unclassified". National nonattainment areas are further designated as marginal, moderate, serious, severe, or extreme as a function of deviation from standards. Each standard has a different definition, or 'form' of what constitutes attainment, based on specific air quality statistics. For example, the Federal 8 -hour CO standard is not to be exceeded more than once per year; therefore, an area is in attainment of the CO standard if no more than one 8 -hour ambient air monitoring values exceeds the threshold per year. In contrast, the Federal annual PM2.5 standard is met if the three-year average of the annual average PM2.5 concentration is less than or equal to the standard. Attainment status is shown in Table 3.

The SCAQMD has 38 air -monitoring areas with a designated ambient air monitoring station representative of each area. The project is within Source Receptor Area 30, Coachella Valley. SCAQMD operates two air monitoring stations in SRA 30, one in Indio, California, approximately 12.3 miles southeast of the project site, at 46990 Jackson Street, Indio, and the other in Palm Springs, California, approximately 8.75 miles northwest of the project site, at 590 Racquet Club Avenue, Palm Springs. Both monitoring stations were used to collect monitoring data.

Table 4 summarizes 2020 through 2022 published monitoring data, which is the most recent 3 -year period available. The data shows that during the past few years, the project area has exceeded the ozone and Particulate Matter (PM10) standards.

Ozone
During the 2020 to 2022 monitoring period, the State 1 -hour concentration standard for ozone was exceeded between seven and 10 days each year at the Palm Springs Station. The State 8 -hour ozone standard has been exceeded between 38 and 53 days each year over the past three years at the Palm Springs Station. The Federal 8 -hour ozone standard was exceeded between 35 and 49 days each year over the past three years at the Palm Springs Station.

Ozone is a secondary pollutant as it is not directly emitted. Ozone is the result of chemical reactions between other pollutants, most importantly hydrocarbons and NO2, which occur only in the presence of bright sunlight.

Pollutants emitted from upwind cities react during transport downwind to produce the oxidant concentrations experienced in the area. Many areas of the SCAQMD contribute to the ozone levels experienced at the monitoring station, with the more significant areas being those directly upwind.

Carbon Monoxide
CO is another important pollutant that is due mainly to motor vehicles. The Palm Springs Station did not record an exceedance of the state or federal 8 -hour CO standard for the last three years.

Nitrogen Dioxide
The Palm Springs Station did not record an exceedance of the State or Federal NO2 standards for the last three years.

TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 410 19669

Particulate Matter
During the 2020 to 2022 monitoring period, the State 24 -hour concentration standards for PM10 was exceeded for only one day in 2022 at the Palm Springs Station. The Federal 24 -hour concentration standards have only been exceeded for three days in 2022 over the past three years at the Palm Springs Station.

During the 2020 to 2022 monitoring period, the Federal 24 -hour standards for PM2.5 were not exceeded at the Palm Springs Station.

According to the EPA, some people are much more sensitive than others to breathing fine particles (PM10 and PM2.5). People with influenza, chronic respiratory and cardiovascular diseases, and the elderly may suffer worsening illness and premature death due to breathing these fine particles. People with bronchitis can expect aggravated symptoms from breathing in fine particles. Children may experience decline in lung function due to breathing in PM10 and PM2.5. Other groups considered sensitive are smokers and people who cannot breathe well through their noses. Exercising athletes are also considered sensitive, because many breathe through their mouths during exercise.
gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 411 19669

Table 4
Air Quality Monitoring Summary
Pollutant (Standard)2
Year
2020
2021
2022
Ozone:

Maximum 1 -Hour Concentration (ppm)
Days > CAAQS (0.09 ppm)
Maximum 8 -Hour Concentration (ppm)
Days > NAAQS (0.070 ppm)
Days > CAAQS (0.070 ppm)

0.119

0.110

0.106
9 10
7 0.094

0.093

0.090
49 35
39 53
38 43
Carbon Monoxide:

Maximum 8 -Hour Concentration (ppm)
Days > CAAQS (9 ppm)
Days > NAAQS (9 ppm)
0 0
0 0
0 0
Nitrogen Dioxide:2
Maximum 1 -Hour Concentration (ppm)
Days > CAAQS (0.18 ppm)

0.047

0.036

0.038
0 0
0 Inhalable Particulates
(PM10):

Maximum 24 -Hour Concentration (µg/m3)
Days > NAAQS (150 µg/m3)
Days > CAAQS (50 µg/m3)
Annual Average (µg/m3)
129.8

35.2 159.5
0 0
1 0
0 3

23.2 18.4

21.1 Ultra -Fine Particulates
(PM2.5):

Maximum 24 -Hour Concentration (µg/m3)
Days > NAAQS (35 µg/m3)
Annual Average (µg/m3)

23.9 13.5

31.2 0
0 0

6.4 6.2

6.3 Notes:

Source: http://www.arb.ca.gov/adam/topfour/topfourl.php . Data from the Palm Springs Monitoring Station unless otherwise noted. (1) CAAQS = California Ambient Air Quality Standard; NAAQS = National Ambient Air Quality Standard; ppm = parts per million * Means there was insufficient data available to determine value. gmdii
412
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

AIR QUALITY STANDARDS
Significance Thresholds
Appendix G of the State CEQA Guidelines
Appendix G of the State CEQA Guidelines states that, where available, the significance criteria established by the applicable air quality management district or air pollution control district may be relied upon to make a significance determination. Pursuant to Appendix G, the project would result in a significant impact related to air quality if it would:
• Conflict with or obstruct the implementation of the applicable air quality plan; • Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is nonattainment under an applicable federal or state ambient air quality standard; • Expose sensitive receptors to substantial pollutant concentrations; or • Result in other emissions (such as those leading to odors) adversely affecting a substantial number of people.

The CEQA Guidelines Section 15064.7 provides the significance criteria established by the applicable air quality management district or air pollution control district, when available, may be relied upon to make determinations of significance. The potential air quality impacts of the project are, therefore, evaluated according to thresholds developed by SCAQMD in their CEQA Air Quality Handbook, Air Quality Analysis Guidance Handbook, and subsequent guidance, which are listed below.4 Therefore, the project would result in a potentially significant impact to air quality if it would:

AIR -1: Conflict with or obstruct the implementation of the applicable air quality plan; AIR -2: Violate any air quality standard or contribute substantially to an existing or projected air quality violation as a result of:
• Criteria pollutant emissions during construction (direct and indirect) in excess of the SCAQMD's regional significance thresholds,
• Criteria pollutant emissions during operation (direct and indirect) in excess of the SCAQMD's regional significance thresholds.

AIR -3: Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is nonattainment under an applicable federal or state ambient air quality standard (including releasing emissions which exceed quantitative thresholds for ozone precursors); AIR -4: Expose sensitive receptors to substantial pollutant concentrations that would:
• Exceed SCAQMD's localized significance thresholds,
• Cause or contribute to the formation of CO hotspots.

AIR -5: Create objectionable odors affecting a substantial number of people. 4 While the SCAQMD CEQA Air Quality Handbook contains significance thresholds for lead, Project construction and operation would not include sources of lead emissions and would not exceed the established thresholds for lead. Unleaded fuel and unleaded paints have virtually eliminated lead emissions from industrial land use projects such as the Project. As a result, lead emissions are not further evaluated herein.
gri±Ii'i
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669
413

The SCAQMD is in the process of developing an Air Quality Analysis Guidance Handbook to replace the CEQA Air Quality Handbook. In the interim, supplemental guidance has been adopted by the SCAQMD. The potential air quality impacts of the project are, therefore, evaluated according to numeric indicators developed by the SCAQMD in the CEQA Air Quality Handbook and supplemental guidance from the SCAQMD.5 Regional Air Quality
Many air quality impacts that derive from dispersed mobile sources, which are the dominate pollution generators in the basin, often occurs hours later and miles away after photochemical processes have converted primary exhaust pollutants into secondary contaminants such as ozone. The incremental regional air quality impact of an individual project is generally very small and difficult to measure. Therefore, the SCAQMD has developed significance thresholds based on the volume of pollution emitted rather than on actual ambient air quality because the direct air quality impact of a project is not quantifiable on a regional scale. The SCAQMD CEQA Handbook states that any project in the South Coast Air Basin with daily emissions that exceed any of the identified significance thresholds should be considered as having an individually and cumulatively significant air quality impact. For the purposes to this air quality impact analysis, a regional air quality impact would be considered significant if emissions exceed the SCAQMD significance thresholds identified in Table 5.

Local Air Quality
Project -related construction air emissions may have the potential to exceed the State and Federal air quality standards in the project vicinity, even though these pollutant emissions may not be significant enough to create a regional impact to the South Coast Air Basin. In order to assess local air quality impacts the SCAQMD has developed Localized Significance Thresholds (LSTs) to assess the project -related air emissions in the project vicinity. The SCAQMD has also provided Final Localized Significance Threshold Methodology (LST Methodology), June 2003, which details the methodology to analyze local air emission impacts. The Localized Significance Threshold Methodology found that the primary emissions of concern are NO2, CO, PM10, and PM2.5.

The significance thresholds for the local emissions of NO2 and CO are determined by subtracting the highest background concentration from the last three years of these pollutants from Table 4 above, from the most restrictive ambient air quality standards for these pollutants that are outlined in the Localized Significance Thresholds. Table 5 shows the ambient air quality standards for NO2, CO, and PM10 and PM2.5.

Toxic Air Contaminants
Construction
Temporary TAC emissions associated with DPM emissions from heavy construction equipment would occur during the construction phase of the Project. According to the Office of Environmental Health Hazard Assessment (OEHHA)6 and the SCAQMD Health Risk Assessment Guidance for Analyzing Cancer Risks from Mobile Source Diesel Idling Emissions for CEQA Air Quality Analysis (August 2003),' health effects from TACs are described in terms of individual cancer risk. "Individual Cancer Risk" is the likelihood that a person exposed to concentrations of TACs over a 30 -year lifetime will contract cancer based on the use of standard risk - While the SCAQMD CEQA Air Quality Handbook contains significance thresholds for lead, Project construction and operation would not include sources of lead emissions and would not exceed the established thresholds for lead. Unleaded fuel and unleaded paints have virtually eliminated lead emissions from commercial land use projects such as the Project. As a result, lead emissions are not further evaluated herein.

Office of Environmental Health Hazard Assessment, Air Toxic Hot Spots Program Risk Assessment Guidelines Guidance Manual for Preparation of Health Risk Assessment, February 2015, https://oehha.ca.gov/media/downloads/crnr/2015guidancemanual.pdf . z South Coast Air Quality Management District, Health Risk Assessment Guidance for Analyzing Cancer Risks from Mobile Source Diesel Idling Emissions for CEQA Air Quality Analysis, August 2003. , http://www.aqmd.gov/dots/default- source/cega/handbook/mobile-source-toxics-a nalysis.doc?sfvrsn=2. gn±iri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 414 19669

assessment methodology. Additionally, the SCAQMD CEQA guidance does not require a HRA for short-term construction emissions. Construction activities associated with the project would be sporadic, transitory, and short-term in nature (approximately 13 months). Thus, construction of the project would not result in a substantial, long-term (i.e., 30 -year) source of TAC emissions. Nonetheless, a qualitative assessment of TAC emissions associated with short-term construction TAC emissions is provided in the analysis section below.

Operation
The project proposes to develop the site with residential uses. Therefore, the project is not anticipated to be a source of toxic air contaminants and sensitive receptors would not be exposed to toxic sources of air pollution.

Odor Impacts
The SCAQMD CEQA Handbook states that an odor impact would occur if the proposed project creates an odor nuisance pursuant to SCAQMD Rule 402, which states:

A person shall not discharge from any source whatsoever such quantities of air contaminants or other material which cause injury, detriment, nuisance, or annoyance to any considerable number of persons to the public, or which endanger the comfort, repose, health or safety of any such persons or the public, or which cause, or have a natural tendency to cause, injury or damage to business or property.

The provisions of this rule shall not apply to odors emanating from agricultural operations necessary for the growing of crops or the raising of fowl or animals.

If the proposed project results in a violation of Rule 402 with regards to odor impacts, then the proposed project would create a significant odor impact.
gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 415 19669

Table 5
SCAQMD Air Quality Significance Thresholds
Mass Daily Thresholds1
Pollutant
Construction (Ibs/day)
Operation (Ibs/day)
NOx
100
55 VOC
75 55
PM 10
150
150
PM2.5
55 55
SOx
150
150
CO
550
550
Lead
3 3
Toxic Air Contaminants (TACs), Odor and GHG Thresholds
TACs (including carginogens and non
carcinogens)
Maximum Incremental Cancer Risk ≥ 10 in 1 million
Cancer Burden > 0.5 excess cancer cases (in areas ≥ 1 in 1 million) Chronic & Acute Hazard Index > 1.0 (project increment)
Odor
Project creates an odor nuisance pursuant to South Coast AQMD Rule 402 GHG
10,000 MT/yr CO2e for industrial facilities
Ambient Air Quality Standards for Criteria Pollutants2
NO2
1 -hour average
annual arithmetic mean
South Coast AQMD is in attainment; project is significant if it causes or contributes to an exceedance of the following attainment standards:

0.18 ppm (state)

0.03 ppm (state) & 0.0534 ppm (federal)
PM10
24 -hour average
annual average

10.4 µg/m^3 (construction)3 & 2.5 ug/m^3 (operation)

1.0 ug/m^3
PM2.5
24 -hour average

10.4 µg/m^3 (construction)3 & 2.5 µg/m^3 (operation)
SO2
1 -hour average
24 -hour average

0.25 ppm (state) & 0.075 ppm (federal - 99th percentile)

0.04 ppm (state)
Sulfate
24 -hour average
25 µg/m^3 (state)
CO
1 -hour average
8 -hour average
South Coast AQMD is in attainment; project is significant if it causes or contributes to an exceedance of the following attainment standards:
20 ppm (state) & 35 ppm (federal)
9 ppm (state/federal)
Lead
30 -day average
Rolling 3 -month average
L5 µg/m^3 (state)

0.15 µg/m^3 (federal)
Notes:

Source: http://www.agmd.gov/home/rules-compliance/ceqa/air-quality-analysis-handbook (1) Source: South Coast AQMD CEQA Handbook (South Coast AQMD, 1993) (2) Ambient air quality thresholds for criteria pollutants based on South Coast AQMD Rule 1303, Table A-2 unless otherwise stated. (3) Ambient air quality threshold based on South Coast AQMD Rule 403. grdii
416
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

SHORT-TERM CONSTRUCTION EMISSIONS
Construction activities associated with the proposed project would have the potential to generate air emissions, toxic air contaminant emissions, and odor impacts. Assumptions for the phasing, duration, and required equipment for the construction of the proposed project were obtained from the project applicant.

Construction activities for the proposed project are anticipated to include: demolition of an approximately 1,095 square foot existing single-family dwelling unit; grading of approximately 4.37 net acres; construction of nine single-family residential dwelling units and 0.4 acres of retention basins and landscaping; paving of

0.58 acres of on -site roadways; and application of architectural coatings. Grading of the site is anticipated balance. See Appendix B for more details.

The proposed project is anticipated to start construction no earlier than January 2025. However, the duration of construction is unknown at this time. Therefore, CalEEMod default construction timing was utilized in this analysis. Based on CaIEEMod defaults, with a start date of January 2025, the project is anticipated to be completed by early February 2026. The project is anticipated to be operational in 2026.

Methodology
The following provides a discussion of the methodology used to calculate regional construction air emissions and an analysis of the proposed project's short-term construction emissions for the criteria pollutants. The construction -related regional air quality impacts have been analyzed for both criteria pollutants and GHGs.

Emissions are estimated using the CaIEEMod (Version 2022.1.1.20) software, which is a statewide land use emissions computer model designed to provide a uniform platform for government agencies, land use planners, and environmental professionals to quantify potential criteria pollutant and GHG emissions from a variety of land use projects. CaIEEMod was developed in collaboration with the air districts of California.

Regional data (e.g., emission factors, trip lengths, meteorology, source inventory, etc.) have been provided by the various California air districts to account for local requirements and conditions. The model is considered to be an accurate and comprehensive tool for quantifying air quality and GHG impacts from land use projects throughout California and is recommended by the SCAQMD.8 Daily regional emissions during construction are forecasted by assuming a conservative estimate of construction activities (i.e., assuming all construction occurs at the earliest feasible date) and applying the mobile source and fugitive dust emissions factors. The input values used in this analysis were adjusted to be project -specific for the construction schedule and the equipment used was based on CaIEEMod defaults. The CaIEEMod program uses the EMFAC2021 computer program to calculate the emission rates specific for the eastern portion of Riverside County for construction -related employee vehicle trips and the OFFROAD2017 computer program to calculate emission rates for heavy truck operations. EMFAC2021 and OFFROAD2017 are computer programs generated by CARB that calculates composite emission rates for vehicles. Emission rates are reported by the program in grams per trip and grams per mile or grams per running hour. Daily truck trips and CaIEEMod default trip length data were used to assess roadway emissions from truck exhaust. The maximum daily emissions are estimated values for the worst -case day and do not represent the emissions that would occur for every day of project construction. The maximum daily emissions are compared to the SCAQMD daily regional numeric indicators. Detailed construction equipment lists, construction scheduling, and emission calculations are provided in Appendix B.

The project will be required to comply with existing SCAQMD rules for the reduction of fugitive dust emissions. SCAQMD Rules 403 and 403.1 establish these procedures. Compliance with these rules is achieved through application of standard best management practices in construction and operation activities, such as application of water or chemical stabilizers to disturbed soils, managing haul road dust by application of water, covering haul vehicles, restricting vehicle speeds on unpaved roads to 15 mph, sweeping loose dirt 8 South Coast Air Quality Management District, California Emissions Estimator Model, http://www.agmd.gov/ caleemod/. gri±Ii'i
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 417 19669

from paved site access roadways, cessation of construction activity when winds exceed 25 mph and establishing a permanent and stabilizing ground cover on finished sites.

In addition, any operator applying for a grading permit, or a building permit for an activity with a disturbed surface area of more than 5,000 square feet, shall not initiate any earth -moving operations unless a Fugitive Dust Control Plan has been prepared pursuant to the provisions of the Coachella Valley Fugitive Dust Control Handbook and approved by the City. It is anticipated that this project will obtain and prepare the required Fugitive Dust Control Plan.

SCAQMD's Rule 403 and 403.1 minimum requirements require that the application of the best available dust control measures are used for all grading operations and include the application of water or other soil stabilizers in sufficient quantity to prevent the generation of visible dust plumes. Compliance with Rules 403 and 403.1 would require the use of water trucks during all phases where earth moving operations would occur. Compliance with Rule 403 has been included in the CaIEEMod modeling for the proposed project.

Per SCAQMD Rule 1113 as amended on June 3, 2011, the architectural coatings that would be applied after January 1, 2014 will be limited to an average of 50 grams per liter or less. CaIEEMod defaults have been adjusted accordingly.

The phases of the construction activities which have been analyzed below for each phase are: (1) demolition, (2) grading, (3) building construction, (4) paving, and (5) application of architectural coatings. Building construction, paving and painting phases may overlap during construction. Details pertaining to the project's construction timing and the type of equipment modeled for each construction phase are available in the CaIEEMod output in Appendix B.

Construction -Related Regional Impacts
The maximum summer or winter criteria pollutant emissions from the proposed project's construction -related criteria pollutant emissions are shown below in Table 6. Table 6 shows that none of the projects emissions will exceed regional thresholds. Therefore, a less than significant regional air quality impact would occur from construction of the proposed project.

Construction -Related Local Impacts
Construction -related air emissions may have the potential to exceed the State and Federal air quality standards in the project vicinity, even though these pollutant emissions may not be significant enough to create a regional impact to the Salton Sea portion of the South Coast Air Basin. The proposed project has been analyzed for the potential local air quality impacts created from: construction -related fugitive dust and diesel emissions; from toxic air contaminants; and from construction -related odor impacts.

Local Air Quality Impacts from Construction
The SCAQMD has published a "Fact Sheet for Applying CaIEEMod to Localized Significance Thresholds" (South Coast Air Quality Management District 2011b). CaIEEMod calculates construction emissions based on the number of equipment hours and the maximum daily disturbance activity possible for each piece of equipment. In order to compare CaIEEMod reported emissions against the localized significance threshold lookup tables, the CEQA document should contain the following parameters:
(1) The off -road equipment list (including type of equipment, horsepower, and hours of operation) assumed for the day of construction activity with maximum emissions. (2) The maximum number of acres disturbed on the peak day. (3) Any emission control devices added onto off -road equipment. (4) Specific dust suppression techniques used on the day of construction activity with maximum emissions. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669
418

The CaIEEMod output in Appendix B show the equipment used for this analysis.

As shown in Table 7, the maximum number of acres disturbed in a day would be 2.5 acres during grading. The local air quality emissions from construction were analyzed using the SCAQMD's Mass Rate Localized Significant Threshold Look -up Tables and the methodology described in Localized Significance Threshold Methodology prepared by SCAQMD (revised July 2008). The Look -up Tables were developed by the SCAQMD in order to readily determine if the daily emissions of CO, NOx, PM10, and PM2.5 from the proposed project could result in a significant impact to the local air quality. The emission thresholds were calculated based on the Coachella Valley source receptor area (SRA) 30 and a disturbance value of two acres per day, to be conservative. According to LST Methodology, any receptor located closer than 25 meters (82 feet) shall be based on the 25 -meter thresholds. The nearest sensitive receptors are the existing single-family residential uses with property lines located adjacent to the north and east of the project site; therefore, the SCAQMD Look -up Tables for 25 meters was used. Table 8 shows the on -site emissions from the CaIEEMod model for the different construction phases and the LST emissions thresholds.

The data provided in Table 8 shows that none of the analyzed criteria pollutants would exceed the local emissions thresholds at the nearest sensitive receptors. Therefore, a less than significant local air quality impact would occur from construction of the proposed project.

Construction -Related Health Impacts
Regarding health effects related to criteria pollutant emissions, the applicable significance thresholds are established for regional compliance with the state and federal ambient air quality standards, which are intended to protect public health from both acute and long-term health impacts, depending on the potential effects of the pollutant. Because regional and local emissions of criteria pollutants during construction of the project would be below the applicable thresholds, it would not contribute to long-term health impacts related to nonattainment of the ambient air quality standards. Therefore, significant adverse acute health impacts as a result of project construction are not anticipated.

Construction -Related Toxic Air Contaminant Impacts
The greatest potential for toxic air contaminant emissions would be related to diesel particulate emissions associated with heavy equipment operations during construction of the proposed project. According to the Office of Environmental Health Hazard Assessment (OEHHA)9 and the SCAQMD Health Risk Assessment Guidance for Analyzing Cancer Risks from Mobile Source Diesel Idling Emissions for CEQA Air Quality Analysis (August 2003),10 health effects from TACs are described in terms of individual cancer risk based on a lifetime (i.e., 30 -year) resident exposure duration. Given the temporary and short-term construction schedule (approximately 13 months), the Project would not result in a long-term (i.e., lifetime or 30 -year) exposure as a result of project construction. Furthermore, construction -based particulate matter (PM) emissions (including diesel exhaust emissions) do not exceed any local or regional thresholds and the nearest sensitive receptors to the project are located adjacent to the north and east of the project site.

The project would comply with the CARB Air Toxics Control Measure that limits diesel powered equipment and vehicle idling to no more than 5 minutes at a location, and the CARB In -Use Off -Road Diesel Vehicle Regulation; compliance with these would minimize emissions of TACs during construction. Furthermore, construction -based particulate matter (PM) emissions (including diesel exhaust emissions) do not exceed any local or regional thresholds. Therefore, impacts from TACs during construction would be less than significant. 9 Office of Environmental Health Hazard Assessment, Air Toxic Hot Spots Program Risk Assessment Guidelines Guidance Manual for Preparation of Health Risk Assessment, February 2015, https://oehha.ca.gov/media/downloads/crnr/2015guidancemanual.pdf .

10. South Coast Air Quality Management District, Health Risk Assessment Guidance for Analyzing Cancer Risks from Mobile Source Diesel Idling Emissions for CEQA Air Quality Analysis, August 2003. , http://www.agmd.gov/dots/default- source/cega/handbook/mobile-source-toxics-a nalysis.doc?sfvrsn=2. gn±iri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 419 19669

Construction -Related Odor Impacts
Potential sources that may emit odors during construction activities include the application of materials such as asphalt pavement. The objectionable odors that may be produced during the construction process are short-term in nature and the odor emissions are expected cease upon the drying or hardening of the odor producing materials. Due to the short-term nature and limited amounts of odor producing materials being utilized, no significant impact related to odors would occur during construction of the proposed project. Diesel exhaust and VOCs would be emitted during construction of the project, which are objectionable to some; however, emissions would disperse rapidly from the project site and therefore should not reach an objectionable level at the nearest sensitive receptors. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 420 19669

Table 6
Construction -Related Regional Pollutant Emissions
Activity
Pollutant Emissions (pounds/day)
ROG
NOx
CO
S02
PM10
PM2.5
Maximum Daily Emissionsl'2

7.73 22.30

23.20 0.04

3.68 2.05
SCAQMD Thresholds
75 100
550
150
150
55 Exceeds Thresholds?
No
No
No
No
No
No
Notes:

Source: CaIEEMod Version 2022.1.1.20.
(1) Includes on -site and off -site emissions. On -site demolition and grading PM -10 and PM -2.5 emissions show compliance with SCAQMD Rule 403 for fugitive dust.
(2) Construction, painting and paving phases may overlap. gmdii
421
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

Table 7
Maximum Number of Acres Disturbed Per Day
Activity
Equipment
Number
Acres/8hr-day
Total Acres
Demolition
Rubber Tired Dozers
2 0.5
1 Total for Phase
-
-
1 Grading
Rubber Tired Dozers
1 0.5

0.5 Graders
1 0.5

0.5 Crawler Tractors'
3 0.5

1.5 Total for Phase
-
-

2.5 Notes:

Source: South Coast AQMD, Fact Sheet for Applying CaIEEMod to Localized Significance Thresholds, 2011b. (1) Tractor/loader/backhoe is a suitable surrogate for a crawler tractor per SCAQMD staff. gmdii
422
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

Table 8
Local Construction Emissions at the Nearest Receptors
Activity
On -Site Pollutant Emissions (oounds/day)
NOx
CO
PM10
PM2.5
Demolition

22.20 19.90

0.96 0.85
Grading

16.30 17.90

3.48 2.00
Building Construction

10.40 13.00

0.43 0.40
Paving

6.52 8.84

0.29 0.26
Architectural Coating

0.86 1.13

0.02 0.02
SCAQMD Thresholds'
191
1,299
7 5
Exceeds Threshold?
No
No
No
No
Source: Calculated from CaIEEMod and SCAQMD's Mass Rate Look -up Tables for 2 acres, to be conservative, at a distance of 25 m in SRA 30 Coachella Valley.
(1) The nearest sensitive receptors to the project are the existing single-family residential uses with property lines located adjacent to the north and east of the project site; therefore, the 25 meter threshold was used.

Note: The proposed project will disturb up to a maximum of 2.5 acre per day during grading (see Table 7). gmdii
423
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

LONG-TERM OPERATIONAL EMISSIONS
The on -going operation of the proposed project would result in a long-term increase in air quality emissions.

This increase would be due to emissions from the project -generated vehicle trips and through operational emissions from the on -going use of the proposed project. The following section provides an analysis of potential long-term air quality impacts due to: regional air quality and local air quality impacts with the on- going operations of the proposed project.

Operations -Related Regional Air Quality Impacts
The potential operations -related air emissions have been analyzed below for the criteria pollutants and cumulative impacts.

Operations -Related Criteria Pollutants Analysis
The operations -related criteria air quality impacts created by the proposed project have been analyzed through the use of the CalEEMod model. The operating emissions were based on the year 2026, which is the anticipated opening year for the proposed project. The operations daily emissions printouts from the CaIEEMod model are provided in Appendix B. The CaIEEMod analyzes operational emissions from area sources, energy usage, and mobile sources, which are discussed below.

Mobile Sources
Mobile sources include emissions from the additional vehicle miles generated from the proposed project. Per the project applicant, the project is to screen out of the requirement of a traffic study. Therefore, the vehicle trips associated with the proposed project have been analyzed by inputting the project -generated vehicular trips from the Institute of Transportation Engineers (ITE) 11th Edition Trip Generation Manual (2021) into the CaIEEMod Model. Per the ITE rate for single-family housing (ITE 210) the proposed project will have trip generation rates of 9.43 trips per dwelling unit per weekday, 9.48 trips per dwelling unit per Saturday, and

8.48 trips per dwelling unit per Sunday. The program then applies the emission factors for each trip which is provided by the EMFAC2021 model to determine the vehicular traffic pollutant emissions.

Area Sources
Per the CAPCOA Appendix A Calculation Details for CaIEEMod, area sources include emissions from consumer products, landscape equipment and architectural coatings. Landscape maintenance includes fuel combustion emissions from equipment such as lawn mowers, rototillers, shredders/grinders, blowers, trimmers, chain saws, and hedge trimmers, as well as air compressors, generators, and pumps. As specifics were not known about the landscaping equipment fleet, CaIEEMod defaults were used to estimate emissions from landscaping equipment. No changes were made to the default area source parameters.

Energy Usage
Energy usage includes emissions from the generation of electricity and natural gas used on -site. No changes were made to the default energy usage parameters.

Project Impacts
The maximum daily pollutant emissions created from the proposed project's long-term operations have been calculated and are shown below in Table 9. Table 9 shows that none of the analyzed criteria pollutants would exceed the regional emissions thresholds. Therefore, a less than significant regional air quality impact would occur from operation of the proposed project.
gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 424 19669

Operations -Related Local Air Quality Impacts
Project -related air emissions may have the potential to exceed the State and Federal air quality standards in the project vicinity, even though these pollutant emissions may not be significant enough to create a regional impact to the Salton Sea Air Basin. The proposed project has been analyzed for the potential local CO emission impacts from the project -generated vehicular trips and from the potential local air quality impacts from on - site operations. The following analysis analyzes the vehicular CO emissions, local impacts from on -site operations per SCAQMD LST methodology, and odor impacts.

Local CO Emission Impacts from Project -Generated Vehicular Trips CO is the pollutant of major concern along roadways because the most notable source of CO is motor vehicles.

For this reason, CO concentrations are usually indicative of the local air quality generated by a roadway network and are used as an indicator of potential local air quality impacts. Local air quality impacts can be assessed by comparing future without and with project CO levels to the State and Federal CO standards which were presented above in Section 2.

To determine if the proposed project could cause emission levels in excess of the CO standards discussed above in Section 2, a sensitivity analysis is typically conducted to determine the potential for CO "hot spots" at a number of intersections in the general project vicinity. Because of reduced speeds and vehicle queuing, "hot spots" potentially can occur at high traffic volume intersections with a Level of Service E or worse.

The analysis prepared for CO attainment in the South Coast Air Basin by the SCAQMD can be used to assist in evaluating the potential for CO exceedances in the South Coast Air Basin. CO attainment was thoroughly analyzed as part of the SCAQMD's 2003 Air Quality Management Plan (2003 AQMP) and the 1992 Federal Attainment Plan for Carbon Monoxide (1992 CO Plan). As discussed in the 1992 CO Plan, peak carbon monoxide concentrations in the South Coast Air Basin are due to unusual meteorological and topographical conditions, and not due to the impact of particular intersections. Considering the region's unique meteorological conditions and the increasingly stringent CO emissions standards, CO modeling was performed as part of 1992 CO Plan and subsequent plan updates and air quality management plans. In the 1992 CO Plan, a CO hot spot analysis was conducted for four busy intersections in Los Angeles at the peak morning and afternoon time periods. The intersections evaluated included: South Long Beach Boulevard and Imperial Highway (Lynwood); Wilshire Boulevard and Veteran Avenue (Westwood); Sunset Boulevard and Highland Avenue (Hollywood); and La Cienega Boulevard and Century Boulevard (Inglewood). These analyses did not predict a violation of CO standards. The busiest intersection evaluated was that at Wilshire Boulevard and Veteran Avenue, which has a daily traffic volume of approximately 100,000 vehicles per day. The Los Angeles County Metropolitan Transportation Authority11 evaluated the Level of Service in the vicinity of the Wilshire Boulevard/Veteran Avenue intersection and found it to be Level of Service E during the morning peak hour and Level of Service F during the afternoon peak hour.

The proposed project consists of nine single-family dwelling units and screened out of requiring a project specific traffic study. The 1992 Federal Attainment Plan for Carbon Monoxide (1992 CO Plan) showed that an intersection which has a daily traffic volume of approximately 100,000 vehicles per day would not violate the CO standard. Therefore, based on the size of the project, no CO "hot spot" modeling was performed and no significant long-term air quality impact is anticipated to local air quality due to the on -going use of the proposed project.

Local Air Quality Impacts from On -Site Operations
Project -related air emissions from on -site sources such as architectural coatings, landscaping equipment, on - site usage of natural gas appliances as well as the operation of vehicles on -site may have the potential to 11 Metropolitan Transportation Authority, 2004 Congestion Management Plan for Los Angeles County, Adopted July 22, 2004. gn±fri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 42 19669

exceed the State and Federal air quality standards in the project vicinity, even though these pollutant emissions may not be significant enough to create a regional impact to the Salton Sea portion of the South Coast Air Basin. The nearest sensitive receptors to the project include the existing single-family residential uses with property lines located adjacent to the north and east of the project site.

According to SCAQMD LST methodology, LSTs would apply to the operational phase of a project, if the project includes stationary sources, or attracts mobile sources (such as heavy-duty trucks) that may spend long periods queuing and idling at the site, such as industrial warehouse/transfer facilities. The proposed project is the development of the site with residential uses and does not include such uses. Therefore, due to the lack of stationary source emissions, no long-term localized significance threshold analysis is warranted.

Operations -Related Health Impacts
Regarding health effects related to criteria pollutant emissions, the applicable significance thresholds are established for regional compliance with the state and federal ambient air quality standards, which are intended to protect public health from both acute and long-term health impacts, depending on the potential effects of the pollutant. Because regional and local emissions of criteria pollutants during operation of the project would be below the applicable thresholds, it would not contribute to long-term health impacts related to nonattainment of the ambient air quality standards. Therefore, significant adverse acute health impacts as a result of project operation are not anticipated.

Operations -Related Odor Impacts
Potential sources that may emit odors during the on -going operations of the proposed project would include odor emissions from diesel vehicle emissions and trash storage areas. The project consists of a hotel and amphitheater and will not attract a significant amount of heavy-duty truck traffic. Due to the distance of the nearest receptors from the project site and through compliance with SCAQMD's Rule 402 no significant impact related to odors would occur during the on -going operations of the proposed project. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 426 19669

Table 9
Regional Operational Pollutant Emissions
Activity
Pollutant Emissions (pounds/day)
ROG
NOx
CO
SO2
PM10
PM2.5
Maximum Daily Emissions

0.82 0.66

4.80 0.01

0.87 0.24
SCAQMD Thresholds
55 55
550
150
150
55 Exceeds Threshold?
No
No
No
No
No
No
Notes:

Source: CaIEEMod Version 2022.1.1.20; the higher of either summer or winter emissions. gmdii
427
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

CUMULATIVE AIR QUALITY IMPACTS
There are a number of cumulative projects in the project area that have not yet been built or are currently under construction. Since the timing or sequencing of the cumulative projects is unknown, any quantitative analysis to ascertain daily construction emissions that assumes multiple, concurrent construction projects would be speculative. Further, cumulative projects include local development as well as general growth within the project area. However, as with most development, the greatest source of emissions is from mobile sources, which travel well out of the local area. Therefore, from an air quality standpoint, the cumulative analysis would extend beyond any local projects and when wind patterns are considered would cover an even larger area.

The SCAQMD recommends using two different methodologies: (1) that project -specific air quality impacts be used to determine the potential cumulative impacts to regional air quality;12 and (2) that a project's consistency with the current AQMP be used to determine its potential cumulative impacts.

Project Specific Impacts
The project area is out of attainment for ozone and PM10. Construction and operation of cumulative projects will further degrade the local air quality, as well as the air quality of the Salton Sea portion of the South Coast Air Basin. The greatest cumulative impact on the quality of regional air cell will be the incremental addition of pollutants mainly from increased traffic volumes from residential, commercial, and industrial development and the use of heavy equipment and trucks associated with the construction of these projects. Air quality will be temporarily degraded during construction activities that occur separately or simultaneously. However, in accordance with the SCAQMD methodology, projects that do not exceed the SCAQMD criteria or can be mitigated to less than criteria levels are not significant and do not add to the overall cumulative impact. This applies to TACs as well, as the SCAQMD does not have any cumulative TAC thresholds; therefore, projects that do not exceed the SCAQMD TAC threshold criteria or can be mitigated to less than criteria levels are not significant and do not add to the overall cumulative impact. A significant impact may occur if a project would add a cumulatively considerable contribution of a federal or state non -attainment pollutant.

Project operations would generate emissions of NOx, ROG, CO, PM10, and PM2.5, which would not exceed the SCAQMD regional or local thresholds and would not be expected to result in ground level concentrations that exceed the NAAQS or CAAQS. The project will not be a source of significant TACs and will not cause significant cancer or non -cancer -related health risks. Since the project would not introduce any substantial stationary sources of emissions, CO is the benchmark pollutant for assessing local area air quality impacts from post -construction motor vehicle operations. As indicated earlier, no violations of the state and federal CO standards are projected to occur for the project, based on the magnitude of traffic the project is anticipated to create.

Therefore, operation of the project would not result in a cumulatively considerable net increase for non - attainment of criteria pollutants or ozone precursors, or TACs. As a result, the project would result in a less than significant cumulative impact for operational emissions.

Air Quality Compliance
The California Environmental Quality Act (CEQA) requires a discussion of any inconsistencies between a proposed project and applicable General Plans and Regional Plans (CEQA Guidelines Section 15125). The regional plan that applies to the proposed project includes the SCAQMD Air Quality Management Plan (AQMP). Therefore, this section discusses any potential inconsistencies of the proposed project with the AQMP.
12 South Coast Air Quality Management District, Potential Control Strategies to Address Cumulative Impacts from Air Pollution White Paper, 1993, http://www.agmd.gov/home/regulations/ceqa/air-quality-analysis-handbook .

TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 42 8 19669

The purpose of this discussion is to set forth the issues regarding consistency with the assumptions and objectives of the AQMP and discuss whether the proposed project would interfere with the region's ability to comply with Federal and State air quality standards. If the decision -makers determine that the proposed project is inconsistent, the lead agency may consider project modifications or inclusion of mitigation to eliminate the inconsistency.

The SCAQMD CEQA Handbook states that "New or amended General Plan Elements (including land use zoning and density amendments), Specific Plans, and significant projects must be analyzed for consistency with the AQMP". Strict consistency with all aspects of the plan is usually not required. A proposed project should be considered to be consistent with the AQMP if it furthers one or more policies and does not obstruct other policies. The SCAQMD CEQA Handbook identifies two key indicators of consistency:
(1) Whether the project will result in an increase in the frequency or severity of existing air quality violations or cause or contribute to new violations, or delay timely attainment of air quality standards or the interim emission reductions specified in the AQMP.
(2) Whether the project will exceed the assumptions in the AQMP in 2022 or increments based on the year of project buildout and phase.

Both of these criteria are evaluated in the following sections.

Criteria 1 - Increase in the Frequency or Severity of Violations Based on the air quality modeling analysis contained in this Air Analysis, short-term construction impacts will not result in significant impacts based on the SCAQMD regional and local thresholds of significance. This Air Analysis also found that long-term operations impacts will not result in significant impacts based on the SCAQMD local and regional thresholds of significance.

Therefore, the proposed project is not projected to contribute to the exceedance of any air pollutant concentration standards and is found to be consistent with the AQMP for the first criterion.

Criteria 2 - Exceed Assumptions in the AQMP?
Consistency with the AQMP assumptions is determined by performing an analysis of the proposed project with the assumptions in the AQMP. The emphasis of this criterion is to ensure that the analyses conducted for the proposed project are based on the same forecasts as the AQMP. The 2020-2045 Regional Transportation/Sustainable Communities Strategy prepared by SCAG (2020) includes chapters on: the challenges in a changing region, creating a plan for our future, and the road to greater mobility and sustainable growth. These chapters currently respond directly to federal and state requirements placed on SCAG. Local governments are required to use these as the basis of their plans for purposes of consistency with applicable regional plans under CEQA. For this project, the City of Rancho Mirage Land Use Plan defines the assumptions that are represented in the AQMP.

The project site is currently designated as Residential (R -L-2) on the City of Rancho Mirage General Plan Land Use Map. The proposed project includes development of the approximately 5.04 -acre project site with nine single-family dwelling units. Therefore, the proposed project would not result in an inconsistency with the current land use designation in the City's General Plan. Therefore, the proposed project is not anticipated to exceed the AQMP assumptions for the project site and is found to be consistent with the AQMP for the second criterion.

Based on the above, the proposed project will not result in an inconsistency with the SCAQMD AQMP.

Therefore, a less than significant impact will occur.
gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 429 19669

3. GLOBAL CLIMATE CHANGE ANALYSIS

EXISTING GREENHOUSE GAS ENVIRONMENT
Constituent gases of the Earth's atmosphere, called atmospheric greenhouse gases (GHG), play a critical role in the Earth's radiation amount by trapping infrared radiation emitted from the Earth's surface, which otherwise would have escaped to space. Prominent greenhouse gases contributing to this process include carbon dioxide (CO2), methane (CH4), ozone, water vapor, nitrous oxide (N2O), and chlorofluorocarbons (CFCs). This phenomenon, known as the Greenhouse Effect, is responsible for maintaining a habitable climate.

Anthropogenic (caused or produced by humans) emissions of these greenhouse gases in excess of natural ambient concentrations are responsible for the enhancement of the Greenhouse Effect and have led to a trend of unnatural warming of the Earth's natural climate, known as global warming or climate change.

Emissions of gases that induce global warming are attributable to human activities associated with industrial/manufacturing, agriculture, utilities, transportation, and residential land uses. Transportation is responsible for 41 percent of the State's greenhouse gas emissions, followed by electricity generation.

Emissions of CO2 and nitrous oxide (NOx) are byproducts of fossil fuel combustion. Methane, a potent greenhouse gas, results from off -gassing associated with agricultural practices and landfills. Sinks of CO2, where CO2 is stored outside of the atmosphere, include uptake by vegetation and dissolution into the ocean.

The following provides a description of each of the greenhouse gases and their global warming potential.

Water Vapor
Water vapor is the most abundant, important, and variable GHG in the atmosphere. Water vapor is not considered a pollutant; in the atmosphere it maintains a climate necessary for life. Changes in its concentration are primarily considered a result of climate feedbacks related to the warming of the atmosphere rather than a direct result of industrialization. The feedback loop in which water is involved is critically important to projecting future climate change. As the temperature of the atmosphere rises, more water is evaporated from ground storage (rivers, oceans, reservoirs, soil). Because the air is warmer, the relative humidity can be higher (in essence, the air is able to "hold" more water when it is warmer), leading to more water vapor in the atmosphere. As a GHG, the higher concentration of water vapor is then able to absorb more thermal indirect energy radiated from the Earth, thus further warming the atmosphere. The warmer atmosphere can then hold more water vapor and so on and so on. This is referred to as a "positive feedback loop". The extent to which this positive feedback loop will continue is unknown as there is also dynamics that put the positive feedback loop in check. As an example, when water vapor increases in the atmosphere, more of it will eventually also condense into clouds, which are more able to reflect incoming solar radiation (thus allowing less energy to reach the Earth's surface and heat it up).

Carbon Dioxide (CO2)
The natural production and absorption of CO2 is achieved through the terrestrial biosphere and the ocean.

However, humankind has altered the natural carbon cycle by burning coal, oil, natural gas, and wood. Since the industrial revolution began in the mid -1700s. Each of these activities has increased in scale and distribution. CO2 was the first GHG demonstrated to be increasing in atmospheric concentration with the first conclusive measurements being made in the last half of the 20th century. Prior to the industrial revolution, concentrations were fairly stable at 280 parts per million (ppm). The International Panel on Climate Change (IPCC Fifth Assessment Report, 2014) Emissions of CO2 from fossil fuel combustion and industrial processes contributed about 78% of the total GHG emissions increase from 1970 to 2010, with a similar percentage contribution for the increase during the period 2000 to 2010. Globally, economic and population growth continued to be the most important drivers of increases in CO2 emissions from fossil fuel combustion. The contribution of population growth between 2000 and 2010 remained roughly identical to the previous three decades, while the contribution of economic growth has risen sharply. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 430 19669

Methane (CH4)
CH4 is an extremely effective absorber of radiation, although its atmospheric concentration is less than that of CO2. Its lifetime in the atmosphere is brief (10 to 12 years), compared to some other GHGs (such as CO2, N2O, and Chlorofluorocarbons (CFCs). CH4 has both natural and anthropogenic sources. It is released as part of the biological processes in low oxygen environments, such as in swamplands or in rice production (at the roots of the plants). Over the last 50 years, human activities such as growing rice, raising cattle, using natural gas, and mining coal have added to the atmospheric concentration of methane. Other anthropocentric sources include fossil -fuel combustion and biomass burning.

Nitrous Oxide (N2Q
Concentrations of N2O also began to rise at the beginning of the industrial revolution. In 1998, the global concentration of this GHG was documented at 314 parts per billion (ppb). N2O is produced by microbial processes in soil and water, including those reactions which occur in fertilizer containing nitrogen. In addition to agricultural sources, some industrial processes (fossil fuel -fired power plants, nylon production, nitric acid production, and vehicle emissions) also contribute to its atmospheric load. It is also commonly used as an aerosol spray propellant, (i.e., in whipped cream bottles, in potato chip bags to keep chips fresh, and in rocket engines and in race cars).

Chlorofluorocarbons (CFC)
CFCs are gases formed synthetically by replacing all hydrogen atoms in methane or ethane (C2H6) with chlorine and/or fluorine atoms. CFCs are nontoxic, nonflammable, insoluble, and chemically unreactive in the troposphere (the level of air at the Earth's surface). CFCs have no natural source, but were first synthesized in 1928. It was used for refrigerants, aerosol propellants, and cleaning solvents. Due to the discovery that they are able to destroy stratospheric ozone, a global effort to halt their production was undertaken and in 1989 the European Community agreed to ban CFCs by 2000 and subsequent treaties banned CFCs worldwide by 2010. This effort was extremely successful, and the levels of the major CFCs are now remaining level or declining. However, their long atmospheric lifetimes mean that some of the CFCs will remain in the atmosphere for over 100 years.

Hydrofluorocarbons (HFC)
HFCs are synthetic man-made chemicals that are used as a substitute for CFCs. Out of all the GHGs, they are one of three groups with the highest global warming potential. The HFCs with the largest measured atmospheric abundances are (in order), HFC-23 (CHF3), HFC-134a (CF3CH2F), and HFC-152a (CH3CHF2).

Prior to 1990, the only significant emissions were HFC-23. HFC-134a use is increasing due to its use as a refrigerant. Concentrations of HFC-23 and HFC-134a in the atmosphere are now about 10 parts per trillion (ppt) each. Concentrations of HFC-152a are about 1 ppt. HFCs are manmade for applications such as automobile air conditioners and refrigerants.

Perfluorocarbons (PFC)
PFCs have stable molecular structures and do not break down through the chemical processes in the lower atmosphere. High-energy ultraviolet rays about 60 kilometers above Earth's surface are able to destroy the compounds. Because of this, PFCs have very long lifetimes, between 10,000 and 50,000 years. Two common PFCs are tetrafluoromethane (CF4) and hexafluoroethane (C2F6). Concentrations of CF4 in the atmosphere are over 70 ppt. The two main sources of PFCs are primary aluminum production and semiconductor manufacturing.
gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 431 19669

Sulfur Hexafluoride (SF6)
SF6 is an inorganic, odorless, colorless, nontoxic, nonflammable gas. SF6 has the highest global warming potential of any gas evaluated; 23,900 times that of CO2. Concentrations of SF6 in the 1990s were about 4 ppt. Sulfur hexafluoride is used for insulation in electric power transmission and distribution equipment, in the magnesium industry, in semiconductor manufacturing, and as a tracer gas for leak detection.

Aerosols
Aerosols are particles emitted into the air through burning biomass (plant material) and fossil fuels. Aerosols can warm the atmosphere by absorbing and emitting heat and can cool the atmosphere by reflecting light.

Cloud formation can also be affected by aerosols. Sulfate aerosols are emitted when fuel containing sulfur is burned. Black carbon (or soot) is emitted during biomass burning due to the incomplete combustion of fossil fuels. Particulate matter regulation has been lowering aerosol concentrations in the United States; however, global concentrations are likely increasing.

Global Warming Potential
The Global Warming Potential (GWP) was developed to allow comparisons of the global warming impacts of different gases. Specifically, it is a measure of how much energy the emissions of 1 ton of a gas will absorb over a given period of time, relative to the emissions of 1 ton of carbon dioxide (CO2). The larger the GWP, the more that a given gas warms the Earth compared to CO2 over that time period. The time period usually used for GWPs is 100 years. GWPs provide a common unit of measure, which allows analysts to add up emissions estimates of different gases (e.g., to compile a national GHG inventory), and allows policymakers to compare emissions reduction opportunities across sectors and gases. A summary of the atmospheric lifetime and the global warming potential of selected gases are summarized in Table 10. As shown in Table 10, the global warming potential of GHGs ranges from 1 to 22,800. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 432 19669

Table 10
Global Warming Potentials and Atmospheric Lifetimes
Gas
Atmospheric Lifetime
Global Warming Potential1
(100 Year Horizon)
Carbon Dioxide (CO2)
2 1
Methane (CH4)
12 28-36
Nitrous Oxide (NO)
114
298
Hydrofluorocarbons (HFCs)
1-270
12-14,800
Perfluorocarbons (PFCs)
2,600-50,000
7,390-12,200
Nitrogen trifluoride (NF3)
740
17,200
Sulfur Hexafluoride (SF6)
3,200
22,800
Notes:

Source: http://www3.epa.gov/climatechange/ghgemissions/gases.html (1) Compared to the same quantity of CO2 emissions.
(2) Carbon dioxide's lifetime is poorly defined because the gas is not destroyed over time, but instead moves among different parts of the ocean -atmosphere -land system. Some of the excess carbon dioxide will be absorbed quickly (for example, by the ocean surface), but some will remain in the atmosphere for thousands of years, due in part to the very slow process by which carbon is transferred to ocean sediments. gmdii
433
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

GREENHOUSE GAS STANDARDS AND REGULATION
International
Montreal Protocol
In 1988, the United Nations established the Intergovernmental Panel on Climate Change (IPCC) to evaluate the impacts of global climate change and to develop strategies that nations could implement to curtail global climate change. In 1992, the United States joined other countries around the world in signing the United Nations' Framework Convention on Climate Change (UNFCCC) agreement with the goal of controlling GHG emissions. As a result, the Climate Change Action Plan was developed to address the reduction of GHGs in the United States. The plan consists of more than 50 voluntary programs.

Additionally, the Montreal Protocol was originally signed in 1987 and substantially amended in 1990 and 1992. The Montreal Protocol stipulates that the production and consumption of compounds that deplete ozone in the stratosphere —CFCs, halons, carbon tetrachloride, and methyl chloroform —were to be phased out, with the first three by the year 2000 and methyl chloroform by 2005.

The Paris Agreement
The Paris Agreement became effective on November 4, 2016. Thirty days after this date at least 55 Parties to the United Nations Framework Convention on Climate Change (Convention), accounting in total for at least an estimated 55 % of the total global greenhouse gas emissions, had deposited their instruments of ratification, acceptance, approval or accession with the Depositary.

The Paris Agreement built upon the Convention and — for the first time — attempted to bring all nations into a common cause to undertake ambitious efforts to combat climate change and adapt to its effects, with enhanced support to assist developing countries to do so. As such, it charts a new course in the global climate effort.

The Paris Agreement's central aim is to strengthen the global response to the threat of climate change by keeping a global temperature rise this century well below 2 degrees Celsius above pre -industrial levels and to pursue efforts to limit the temperature increase even further to 1.5 degrees Celsius. Additionally, the agreement aims to strengthen the ability of countries to deal with the impacts of climate change. To reach these ambitious goals, appropriate financial flows, a new technology framework and an enhanced capacity building framework will be put in place, thus supporting action by developing countries and the most vulnerable countries, in line with their own national objectives. The Agreement also provides for enhanced transparency of action and support through a more robust transparency framework.

Federal
The United States Environmental Protection Agency (USEPA) is responsible for implementing federal policy to address GHGs. The federal government administers a wide array of public -private partnerships to reduce the GHG intensity generated in the United States. These programs focus on energy efficiency, renewable energy, methane and other non-CO2 gases, agricultural practices, and implementation of technologies to achieve GHG reductions. The USEPA implements numerous voluntary programs that contribute to the reduction of GHG emissions. These programs (e.g., the ENERGY STAR labeling system for energy -efficient products) play a significant role in encouraging voluntary reductions from large corporations, consumers, industrial and commercial buildings, and many major industrial sectors.

In Massachusetts v. Environmental Protection Agency (Docket No. 05-1120), argued November 29, 2006 and decided April 2, 2007, the U.S. Supreme Court held that not only did the EPA have authority to regulate greenhouse gases, but the EPA's reasons for not regulating this area did not fit the statutory requirements. As TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 43 19669

such, the U.S. Supreme Court ruled that the EPA should be required to regulate CO2 and other greenhouse gases as pollutants under the federal Clean Air Act (CAA).

In response to the FY2008 Consolidations Appropriations Act (H.R. 2764; Public Law 110-161), EPA proposed a rule on March 10, 2009 that requires mandatory reporting of GHG emissions from large sources in the United States. On September 22, 2009, the Final Mandatory Reporting of GHG Rule was signed and published in the Federal Register on October 30, 2009. The rule became effective on December 29, 2009. This rule requires suppliers of fossil fuels or industrial GHGs, manufacturers of vehicles and engines, and facilities that emit 25,000 metric tons or more per year of GHG emissions to submit annual reports to EPA.

On December 7, 2009, the EPA Administrator signed two distinct findings under section 202(a) of the Clean Air Act. One is an endangerment finding that finds concentrations of the six GHGs in the atmosphere threaten the public health and welfare of current and future generations. The other is a cause or contribute finding, that finds emissions from new motor vehicles and new motor vehicle engines contribute to the GHG pollution which threatens public health and welfare. These actions will not themselves impose any requirements on industry or other entities. However, it is a prerequisite to finalizing the EPA's proposed GHG emission standards for light -duty vehicles, which were jointly proposed by the EPA and Department of Transportation on September 15, 2009.

Clean Air Act
In Massachusetts v. Environmental Protection Agency (Docket No. 05-1120), the U.S. Supreme Court held in April of 2007 that the USEPA has statutory authority under Section 202 of the federal Clean Air Act (CAA) to regulate GHGs. The court did not hold that the USEPA was required to regulate GHG emissions; however, it indicated that the agency must decide whether GHGs cause or contribute to air pollution that is reasonably anticipated to endanger public health or welfare. On December 7, 2009, the USEPA Administrator signed two distinct findings regarding GHGs under Section 202(a) of the CAA. The USEPA adopted a Final Endangerment Finding for the six defined GHGs (CO2, CH4, N2O, HFCs, PFCs, and SF6) on December 7, 2009. The Endangerment Finding is required before USEPA can regulate GHG emissions under Section 202(a)(1) of the CAA consistently with the United States Supreme Court decision. The USEPA also adopted a Cause or Contribute Finding in which the USEPA Administrator found that GHG emissions from new motor vehicle and motor vehicle engines are contributing to air pollution, which is endangering public health and welfare. These findings do not, by themselves, impose any requirements on industry or other entities. However, these actions were a prerequisite for implementing GHG emissions standards for vehicles.

Energy Independence Security Act
The Energy Independence and Security Act of 2007 (EISA) facilitates the reduction of national GHG emissions by requiring the following:
• Increasing the supply of alternative fuel sources by setting a mandatory Renewable Fuel Standard (RFS) that requires fuel producers to use at least 36 billion gallons of biofuel in 2022; • Prescribing or revising standards affecting regional efficiency for heating and cooling products, procedures for new or amended standards, energy conservation, energy efficiency labeling for consumer electronic products, residential boiler efficiency, electric motor efficiency, and home appliances; • Requiring approximately 25 percent greater efficiency for light bulbs by phasing out incandescent light bulbs between 2012 and 2014; requiring approximately 200 percent greater efficiency for light bulbs, or similar energy savings, by 2020; and
• While superseded by the USEPA and NHTSA actions described above, (i) establishing miles per gallon targets for cars and light trucks and (ii) directing the NHTSA to establish a fuel economy program for medium- and heavy-duty trucks and create a separate fuel economy standard for trucks. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 435 19669

Additional provisions of EISA address energy savings in government and public institutions, promote research for alternative energy, additional research in carbon capture, international energy programs, and the creation of green jobs.13
Executive Order 13432
In response to the Massachusetts v. Environmental Protection Agency ruling, the President signed Executive Order 13432 on May 14, 2007, directing the USEPA, along with the Departments of Transportation, Energy, and Agriculture, to initiate a regulatory process that responds to the Supreme Court's decision. Executive Order 13432 was codified into law by the 2009 Omnibus Appropriations Law signed on February 17, 2009.

The order sets goals in the areas of energy efficiency, acquisition, renewable energy, toxics reductions, recycling, sustainable buildings, electronics stewardship, fleets, and water conservation. Light -Duty Vehicle Greenhouse Gas and Corporate Average Fuel Economy Standards.

On May 19, 2009, President Obama announced a national policy for fuel efficiency and emissions standards in the United States auto industry. The adopted federal standard applies to passenger cars and light -duty trucks for model years 2012 through 2016. The rule surpasses the prior Corporate Average Fuel Economy standards (CAFE)14 and requires an average fuel economy standard of 35.5 miles per gallon (mpg) and 250 grams of CO2 per mile by model year 2016, based on USEPA calculation methods. These standards were formally adopted on April 1, 2010. In August 2012, standards were adopted for model year 2017 through 2025 for passenger cars and light -duty trucks. By 2025, vehicles are required to achieve 54.5 mpg (if GHG reductions are achieved exclusively through fuel economy improvements) and 163 grams of CO2 per mile.

According to the USEPA, a model year 2025 vehicle would emit one-half of the GHG emissions from a model year 2010 vehicle.15 In 2017, the USEPA recommended no change to the GHG standards for light -duty vehicles for model years 2022-2025.

Issued by NHTSA and EPA in March 2020 (published on April 30, 2020 and effective after June 29, 2020), the Safer Affordable Fuel -Efficient Vehicles Rule would maintain the CAFE and CO2 standards applicable in model year 2020 for model years 2021 through 2026. The estimated CAFE and CO2 standards for model year 2020 are 43.7 mpg and 204 grams of CO2 per mile for passenger cars and 31.3 mpg and 284 grams of CO2 per mile for light trucks, projecting an overall industry average of 37 mpg, as compared to 46.7 mpg under the standards issued in 2012. This Rule also excludes CO2- equivalent emission improvements associated with air conditioning refrigerants and leakage (and, optionally, offsets for nitrous oxide and methane emissions) after model year 2020.16
On May 12, 2021, the National Highway Traffic Safety Administration (NHTSA) published a notice of proposed rulemaking in the Federal Register, proposing to repeal "The Safer Affordable Fuel -Efficient (SAFE) Vehicles Rule Part One: One National Program," published Sept. 27, 2019 (SAFE I Rule), in which NHTSA codified regulatory text and made additional pronouncements regarding the preemption of state and local laws related to fuel economy standards. Specifically, this document proposes to fully repeal the regulatory text and appendices promulgated in the SAFE I Rule. In addition, this document proposes to repeal and withdraw the interpretative statements made by the Agency in the SAFE I Rule preamble, including those 13 A green job, as defined by the United States Department of Labor, is a job in business that produces goods or provides services that benefit the environment or conserve natural resources.
1� The Corporate Average Fuel Economy standards are regulations in the United States, first enacted by Congress in 1975, to improve the average fuel economy of cars and light trucks. The U.S Department of Transportation has delegated the National Highway Traffic Safety Administration as the regulatory agency for the Corporate Average Fuel Economy standards. 15 United States Environmental Protection Agency, EPA and NHTSA Set Standards to Reduce Greenhouse Gases and Improve Fuel Economy for Model Years 2017-2025 Cars and Light Trucks, August 2012, https://nepis.epa.gov/ Exe/ZyPDF.cgi/P100EZ7C.PDF?Dockey=P100EZ7C.PDF.
16 National Highway Traffic Safety Administration (NHTSA) and U.S. Environmental Protection Agency (USEPA), 2018. Federal Register / Vol. 83, No. 165 / Friday, August 24, 2018 / Proposed Rules, The Safer Affordable Fuel -Efficient (SAFE) Vehicles Rule for Model Years 2021-2026 Passenger Cars and Light Trucks 2018. Available at: https://www.gpo.gov/fdsys/pkg/FR-2018-08-24/pdf/2018- 16820.pdf.
gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 436 19669

regarding the preemption of particular state Greenhouse Gas (GHG) Emissions standards or Zero Emissions Vehicle (ZEV) mandates. As such, this document proposes to establish a clean slate with respect to NHTSA's regulations and interpretations concerning preemption under the Energy Policy and Conservation Act (EPCA).17
State of California
California Air Resources Board
CARB, a part of the California Environmental Protection Agency (CaIEPA), is responsible for the coordination and administration of both federal and state air pollution control programs within California. In this capacity, CARB conducts research, sets state ambient air quality standards (California Ambient Air Quality Standards [CAAQS]), compiles emission inventories, develops suggested control measures, and provides oversight of local programs. CARB establishes emissions standards for motor vehicles sold in California, consumer products (such as hairspray, aerosol paints, and barbecue lighter fluid), and various types of commercial equipment. It also sets fuel specifications to further reduce vehicular emissions.

In 2004, the California Air Resources Board (CARB) adopted an 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 (Title 13 California Code of Regulations [CCR], Section 2485). The measure applies to diesel - fueled commercial vehicles with gross vehicle weight ratings greater than 10,000 pounds that are licensed to operate on highways, regardless of where they are registered. This measure generally does not allow diesel - fueled commercial vehicles to idle for more than 5 minutes at any given location with certain exemptions for equipment in which idling is a necessary function such as concrete trucks. While this measure primarily targets diesel particulate matter emissions, it has co -benefits of minimizing GHG emissions from unnecessary truck idling.

In 2008, CARB approved the Truck and Bus regulation to reduce particulate matter and nitrogen oxide emissions from existing diesel vehicles operating in California (13 CCR, Section 2025, subsection (h)). CARB has also promulgated emission standards for off -road diesel construction equipment of greater than 25 horsepower such as bulldozers, loaders, backhoes and forklifts, as well as many other self-propelled off -road diesel vehicles. The regulation, adopted by the CARB on July 26, 2007, aims to reduce emissions by installation of diesel soot filters and encouraging the retirement, replacement, or repower of older, dirtier engines with newer emission -controlled models. While these regulations primarily target reductions in criteria air pollutant emission, they have co -benefits of minimizing GHG emissions due to improved engine efficiencies.

The State currently has no regulations that establish ambient air quality standards for GHGs. However, the State has passed laws directing CARB to develop actions to reduce GHG emissions, which are listed below.

Assembly Bill 1493
California Assembly Bill 1493 enacted on July 22, 2002, required the CARB to develop and adopt regulations that reduce GHGs emitted by passenger vehicles and light duty trucks. In 2005, the CARB submitted a "waiver" request to the EPA from a portion of the federal Clean Air Act in order to allow the State to set more stringent tailpipe emission standards for CO2 and other GHG emissions from passenger vehicles and light duty trucks. On December 19, 2007 the EPA announced that it denied the "waiver" request. On January 21, 2009, CARB submitted a letter to the EPA administrator regarding the State's request to reconsider the waiver denial. The EPA approved the waiver on June 30, 2009. After adopting these initial greenhouse gas standards for passenger vehicles, CARB adopted continuing standards for future model years. 17 https://www.federalregister.gov/documents/2021/05/12/2021-08758/corporate-average-fuel economy -cafe -preemption gn±iri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 437 19669

Executive Order S-3-05
The California Governor issued Executive Order S-3-05, GHG Emission, in June 2005, which established the following reduction targets:
• 2010: Reduce greenhouse gas emissions to 2000 levels
• 2020: Reduce greenhouse gas emissions to 1990 levels
• 2050: Reduce greenhouse gas emissions to 80 percent below 1990 levels.

The Executive Order directed the secretary of the California Environmental Protection Agency (CaIEPA) to coordinate a multi -agency effort to reduce GHG emissions to the target levels. To comply with the Executive Order, the secretary of CaIEPA created the California Climate Action Team (CAT), made up of members from various state agencies and commissions. The team released its first report in March 2006. The report proposed to achieve the targets by building on the voluntary actions of businesses, local governments, and communities and through State incentive and regulatory programs.

Assembly Bill 32 (California Health and Safety Code, Division 25.5 - California Global Warming Solutions Act of 2006)
In 2006, the California State Legislature adopted Assembly Bill (AB) 32 (codified in the California Health and Safety Code [HSC], Division 25.5 - California Global Warming Solutions Act of 2006), which focuses on reducing GHG emissions in California to 1990 levels by 2020. HSC Division 25.5 defines GHGs as CO2, CH4, N2O, HFCs, PFCs, and SF6 and represents the first enforceable statewide program to limit emissions of these GHGs from all major industries with penalties for noncompliance. The law further requires that reduction measures be technologically feasible and cost effective. Under HSC Division 25.5, CARB has the primary responsibility for reducing GHG emissions. CARB is required to adopt rules and regulations directing state actions that would achieve GHG emissions reductions equivalent to 1990 statewide levels by 2020.

Senate Bill 32 and Assembly Bill 197
In 2016, the California State Legislature adopted Senate Bill (SB) 32 and its companion bill AB 197, and both were signed by Governor Brown. SB 32 and AB 197 amends HSC Division 25.5 and establishes a new climate pollution reduction target of 40 percent below 1990 levels by 2030 and includes provisions to ensure the benefits of state climate policies reach into disadvantaged communities.

Climate Change Scoping Plan (2008)
A specific requirement of AB 32 was to prepare a Climate Change Scoping Plan for achieving the maximum technologically feasible and cost-effective GHG emission reduction by 2020 (Health and Safety Code section 38561 (h)). CARB developed an AB 32 Scoping Plan that contains strategies to achieve the 2020 emissions cap. The initial Scoping Plan was approved in 2008 and contains a mix of recommended strategies that combined direct regulations, market -based approaches, voluntary measures, policies, and other emission reduction programs calculated to meet the 2020 statewide GHG emission limit and initiate the transformations needed to achieve the State's long-range climate objectives.

As required by HSC Division 25.5, CARB approved the 1990 GHG emissions inventory, thereby establishing the emissions limit for 2020. The 2020 emissions limit was originally set at 427 MMTCO2e using the GWP values from the IPCC SAR. CARB also projected the state's 2020 GHG emissions under no -action -taken (NAT) conditions - that is, emissions that would occur without any plans, policies, or regulations to reduce GHG emissions. CARB originally used an average of the state's GHG emissions from 2002 through 2004 and TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 438 19669

projected the 2020 levels at approximately 596 MMTCO2e (using GWP values from the IPCC SAR). Therefore, under the original projections, the state must reduce its 2020 NAT emissions by 28.4 percent in order to meet the 1990 target of 427 MMTCO2e.

First Update to the Climate Change Scoping Plan (2014)
The First Update to the Scoping Plan was approved by CARB in May 2014 and builds upon the initial Scoping Plan with new strategies and recommendations. In 2014, CARB revised the target using the GWP values from the IPCC AR4 and determined that the 1990 GHG emissions inventory and 2020 GHG emissions limit is 431 MMTCO2e. CARB also updated the State's 2020 NAT emissions estimate to account for the effect of the 2007-2009 economic recession, new estimates for future fuel and energy demand, and the reductions required by regulation that were recently adopted for motor vehicles and renewable energy. CARB's projected statewide 2020 emissions estimate using the GWP values from the IPCC AR4 is 509.4 MMTCO2e. 2017 Climate Change Scoping Plan
In response to the 2030 GHG reduction target, CARB adopted the 2017 Climate Change Scoping Plan at a public meeting held in December 2017. The 2017 Scoping Plan outlines the strategies the State will implement to achieve the 2030 GHG reduction target of 40 percent below 1990 levels. The 2017 Scoping Plan also addresses GHG emissions from natural and working lands of California, including the agriculture and forestry sectors. The 2017 Scoping Plan considered the Scoping Plan Scenario and four alternatives for achieving the required GHG reductions but ultimately selected the Scoping Plan Scenario.

CARB states that the Scoping Plan Scenario "is the best choice to achieve the State's climate and clean air goals."18 Under the Scoping Plan Scenario, the majority of the reductions would result from the continuation of the Cap -and -Trade regulation. Additional reductions are achieved from electricity sector standards (i.e., utility providers to supply at least 50 percent renewable electricity by 2030), doubling the energy efficiency savings at end uses, additional reductions from the LCFS, implementing the short-lived GHG strategy (e.g., hydrofluorocarbons), and implementing the mobile source strategy and sustainable freight action plan. The alternatives were designed to consider various combinations of these programs, as well as consideration of a carbon tax in the event the Cap -and -Trade regulation is not continued. However, in July 2017, the California Legislature voted to extend the Cap -and -Trade regulation to 2030. Implementing this Scoping Plan will ensure that California's climate actions continue to promote innovation, drive the generation of new jobs, and achieve continued reductions of smog and air toxics. The ambitious approach draws on a decade of successful programs that address the major sources of climate -changing gases in every sector of the economy:
• More Clean Cars and Trucks: The plan sets out far-reaching programs to incentivize the sale of millions of zero -emission vehicles, drive the deployment of zero -emission trucks, and shift to a cleaner system of handling freight statewide.
• Increased Renewable Energy: California's electric utilities are ahead of schedule meeting the requirement that 33 percent of electricity come from renewable sources by 2020. The Scoping Plan guides utilities to 50 percent renewables, as required under SB 350.
• Slashing Super -Pollutants: The plan calls for a significant cut in super -pollutants such as methane and HFC refrigerants, which are responsible for as much as 40 percent of global warming. • Cleaner Industry and Electricity: California's renewed cap -and -trade program extends the declining cap on emissions from utilities and industries and the carbon allowance auctions. The auctions will continue to fund investments in clean energy and efficiency, particularly in disadvantaged communities. • Cleaner Fuels: The Low Carbon Fuel Standard will drive further development of cleaner, renewable transportation fuels to replace fossil fuels.
la California Air Resources Board, California's 2017 Climate Change Scoping Plan, November 2017, https://www.arb.ca.gov/cc/scopingplan/scoping_plan_2017.pdf TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 439 19669

• Smart Community Planning: Local communities will continue developing plans which will further link transportation and housing policies to create sustainable communities. • Improved Agriculture and Forests: The Scoping Plan also outlines innovative programs to account for and reduce emissions from agriculture, as well as forests and other natural lands.

The 2017 Scoping Plan also evaluates reductions of smog -causing pollutants through California's climate programs.
2022 Climate Change Scoping Plan
CARB adopted the 2022 Scoping Plan for Achieving Carbon Neutrality on November 16, 2022. The 2022 Scoping Plan lays out the sector -by -sector roadmap for California, the world's fifth largest economy, to achieve carbon neutrality by 2045 or earlier, outlining a technologically feasible, cost-effective, and equity -focused path to achieve the state's climate target. The Plan addresses recent legislation and direction from Governor Newsom and extends and expands upon earlier plans with a target of reducing anthropogenic emissions to 85 percent below 1990 levels by 2045. The plan also takes the unprecedented step of adding carbon neutrality as a science -based guide and touchstone for California's climate work. Specifically, this plan:
• Identifies a path to keep California on track to meet its SB 32 GHG reduction target of at least 40 percent below 1990 emissions by 2030.
• Identifies a technologically feasible, cost-effective path to achieve carbon neutrality by 2045 and a reduction in anthropogenic emissions by 85 percent below 1990 levels. • Focuses on strategies for reducing California's dependency on petroleum to provide consumers with clean energy options that address climate change, improve air quality, and support economic growth and clean sector jobs.
• Integrates equity and protecting California's most impacted communities as driving principles throughout the document.
• Incorporates the contribution of natural and working lands (NWL) to the state's GHG emissions, as well as their role in achieving carbon neutrality.
• Relies on the most up-to-date science, including the need to deploy all viable tools to address the existential threat that climate change presents, including carbon capture and sequestration, as well as direct air capture.
• Evaluates the substantial health and economic benefits of taking action. • Identifies key implementation actions to ensure success.

SB 32, Pavley. California Global Warming Solutions Act of 2006 (1) The California Global Warming Solutions Act of 2006 designates the State Air Resources Board as the state agency charged with monitoring and regulating sources of emissions of greenhouse gases. The state board is required to approve a statewide greenhouse gas emissions limit equivalent to the statewide greenhouse gas emissions level in 1990 to be achieved by 2020 and to adopt rules and regulations in an open public process to achieve the maximum, technologically feasible, and cost-effective greenhouse gas emissions reductions. This bill would require the state board to ensure that statewide greenhouse gas emissions are reduced to 40% below the 1990 level by 2030. (2) This bill would become operative only if AB 197 of the 2015-16 Regular Session is enacted and becomes effective on or before January 1, 2017. AB 197 requires that the California Air Resources Board, which directs implementation of emission -reduction programs, should target direct reductions at both stationary and mobile sources. AB 197 of the 2015-2016 Regular Session was approved on September 8, 2016.

Senate Bill 1368
Senate Bill 1368 (SB 1368) is the companion Bill of AB 32 and was adopted September, 2006. SB 1368 requires the California Public Utilities Commission (CPUC) to establish a performance standard for baseload TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 440 19669

generation of GHG emissions by investor -owned utilities by February 1, 2007, and for local publicly owned utilities by June 30, 2007. These standards could not exceed the GHG emissions rate from a baseload combined -cycle, natural gas -fired plant. Furthermore, the legislation states that all electricity provided to the State, including imported electricity, must be generated by plants that meet the standards set by California Public Utilities Commission (CPUC) and California Energy Commission (CEC).

Executive Order S-1-07
Executive Order S-1-07 was issued in 2007 and proclaims that the transportation sector is the main source of GHG emissions in the State, since it generates more than 40 percent of the State's GHG emissions. It establishes a goal to reduce the carbon intensity of transportation fuels sold in the State by at least ten percent by 2020. This Order also directs the CARB to determine whether this Low Carbon Fuel Standard (LCFS) could be adopted as a discrete early -action measure as part of the effort to meet the mandates in AB 32.

On April 23, 2009 CARB approved the proposed regulation to implement the low carbon fuel standard and began implementation on January 1, 2011. The low carbon fuel standard is anticipated to reduce GHG emissions by about 16 MMT per year by 2020. CARB approved some amendments to the LCFS in December 2011, which were implemented on January 1, 2013. In September 2015, the Board approved the re -adoption of the LCFS, which became effective on January 1, 2016, to address procedural deficiencies in the way the original regulation was adopted. In 2018, the Board approved amendments to the regulation, which included strengthening and smoothing the carbon intensity benchmarks through 2030 in -line with California's 2030 GHG emission reduction target enacted through SB 32, adding new crediting opportunities to promote zero emission vehicle adoption, alternative jet fuel, carbon capture and sequestration, and advanced technologies to achieve deep decarbonization in the transportation sector.

The LCFS is designed to encourage the use of cleaner low -carbon transportation fuels in California, encourage the production of those fuels, and therefore, reduce GHG emissions and decrease petroleum dependence in the transportation sector. Separate standards are established for gasoline and diesel fuels and the alternative fuels that can replace each. The standards are "back -loaded", with more reductions required in the last five years, than during the first five years. This schedule allows for the development of advanced fuels that are lower in carbon than today's fuels and the market penetration of plug-in hybrid electric vehicles, battery electric vehicles, fuel cell vehicles, and flexible fuel vehicles. It is anticipated that compliance with the low carbon fuel standard will be based on a combination of both lower carbon fuels and more efficient vehicles.

Reformulated gasoline mixed with corn -derived ethanol at ten percent by volume and low sulfur diesel fuel represent the baseline fuels. Lower carbon fuels may be ethanol, biodiesel, renewable diesel, or blends of these fuels with gasoline or diesel as appropriate. Compressed natural gas and liquefied natural gas also may be low carbon fuels. Hydrogen and electricity, when used in fuel cells or electric vehicles are also considered as low carbon fuels for the low carbon fuel standard.

Senate Bill 97
Senate Bill 97 (SB 97) was adopted August 2007 and acknowledges that climate change is a prominent environmental issue that requires analysis under CEQA. SB 97 directed the Governor's Office of Planning and Research (OPR), which is part of the State Natural Resources Agency, to prepare, develop, and transmit to the CARB guidelines for the feasible mitigation of GHG emissions or the effects of GHG emissions, as required by CEQA, by July 1, 2009. The Natural Resources Agency was required to certify and adopt those guidelines by January 1, 2010.

Pursuant to the requirements of SB 97 as stated above, on December 30, 2009, the Natural Resources Agency adopted amendments to the state CEQA guidelines that address GHG emissions. The CEQA Guidelines Amendments changed 14 sections of the CEQA Guidelines and incorporate GHG language throughout the Guidelines. However, no GHG emissions thresholds of significance were provided and no specific mitigation gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 4 1 19669

measures were identified. The GHG emission reduction amendments went into effect on March 18, 2010, and are summarized below:
• Climate action plans and other greenhouse gas reduction plans can be used to determine whether a project has significant impacts, based upon its compliance with the plan. • Local governments are encouraged to quantify the greenhouse gas emissions of proposed projects, noting that they have the freedom to select the models and methodologies that best meet their needs and circumstances. The section also recommends consideration of several qualitative factors that may be used in the determination of significance, such as the extent to which the given project complies with state, regional, or local GHG reduction plans and policies. OPR does not set or dictate specific thresholds of significance. Consistent with existing CEQA Guidelines, OPR encourages local governments to develop and publish their own thresholds of significance for GHG impacts assessment. • When creating their own thresholds of significance, local governments may consider the thresholds of significance adopted or recommended by other public agencies, or recommended by experts. • New amendments include guidelines for determining methods to mitigate the effects of greenhouse gas emissions in Appendix F of the CEQA Guidelines.
• OPR is clear to state that "to qualify as mitigation, specific measures from an existing plan must be identified and incorporated into the project; general compliance with a plan, by itself, is not mitigation". • OPR's emphasizes the advantages of analyzing GHG impacts on an institutional, programmatic level. OPR therefore approves tiering of environmental analyses and highlights some benefits of such an approach. • Environmental impact reports (El Rs) must specifically consider a project's energy use and energy efficiency potential.

Senate Bill 100
Senate Bill 100 (SB 100) requires 100 percent of total retail sales of electricity in California to come from eligible renewable energy resources and zero -carbon resources by December 31, 2045. SB 100 was adopted September 2018.

The interim thresholds from prior Senate Bills and Executive Orders would also remain in effect. These include Senate Bill 1078 (SB 1078), which requires retail sellers of electricity, including investor -owned utilities and community choice aggregators, to provide at least 20 percent of their supply from renewable sources by 2017. Senate Bill 107 (SB 107) which changed the target date to 2010. Executive Order S-14-08, which was signed on November 2008 and expanded the State's Renewable Energy Standard to 33 percent renewable energy by 2020. Executive Order S-21-09 directed the CARB to adopt regulations by July 31, 2010 to enforce S-14-08. Senate Bill X1-2 codifies the 33 percent renewable energy requirement by 2020.

Senate Bill 375
Senate Bill 375 (SB 375) was adopted September 2008 and aligns regional transportation planning efforts, regional GHG emission reduction targets, and land use and housing allocation. SB 375 requires Metropolitan Planning Organizations (MPO) to adopt a sustainable communities strategy (SCS) or alternate planning strategy (APS) that will prescribe land use allocation in that MPOs Regional Transportation Plan (RTP). The CARB, in consultation with each MPO, will provide each affected region with reduction targets for GHGs emitted by passenger cars and light trucks in the region for the years 2020 and 2035. These reduction targets will be updated every eight years but can be updated every four years if advancements in emissions technologies affect the reduction strategies to achieve the targets. The CARB is also charged with reviewing each MPO's sustainable communities strategy or alternate planning strategy for consistency with its assigned targets.

The proposed project is located within the Southern California Association of Governments (SCAG) jurisdiction, which has authority to develop the SCS or APS. For the SCAG region, the targets set by the CARB are at eight percent below 2005 per capita GHG emissions levels by 2020 and 19 percent below 2005 per capita GHG emissions levels by 2035. These reduction targets became effective October 2018.

TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 442 19669

Senate Bill X7-7
Senate Bill X7-7 (SB X7-7), enacted on November 9, 2009, mandates water conservation targets and efficiency improvements for urban and agricultural water suppliers. SB X7-7 requires the Department of Water Resources (DWR) to develop a task force and technical panel to develop alternative best management practices for the water sector. In addition, SB X7-7 required the DWR to develop criteria for baseline uses for residential, commercial, and industrial uses for both indoor and landscaped area uses. The DWR was also required to develop targets and regulations that achieve a statewide 20 percent reduction in water usage.

Assembly Bill 939 and Senate BiII 1374
Assembly Bill 939 (AB 939) requires that each jurisdiction in California to divert at least 50 percent of its waste away from landfills, whether through waste reduction, recycling or other means. Senate Bill 1374 (SB 1374) requires the California Integrated Waste Management Board to adopt a model ordinance by March 1, 2004, suitable for adoption by any local agency to require 50 to 75 percent diversion of construction and demolition of waste materials from landfills.

California Code of Regulations (CCR) Title 24, Part 6
CCR Title 24, Part 6: California's Energy Efficiency Standards for Residential and Nonresidential Buildings (Title 24) were first established in 1978 in response to a legislative mandate to reduce California's energy consumption. The standards are updated periodically to allow consideration and possible incorporation of new energy efficiency technologies and methods. Although it was not originally intended to reduce GHG emissions, electricity production by fossil fuels results in GHG emissions and energy efficient buildings require less electricity. Therefore, increased energy efficiency results in decreased GHG emissions.

The Energy Commission adopted 2008 Standards on April 23, 2008, and Building Standards Commission approved them for publication on September 11, 2008. These updates became effective on August 1, 2009.

CaIEEMod modeling defaults to 2008 standards. 2013 Standards were approved and have been effective since July 1, 2014. 2016 Standards were adopted January 1, 2017. 2019 standards were published July 1, 2019 and became effective January 1, 2020. The 2016 residential standards were estimated to be approximately 28 percent more efficient than the 2013 standards, whereas the 2019 residential standards are estimated to be approximately 7 percent more efficient than the 2016 standards. Furthermore, once rooftop solar electricity generation is factored in, 2019 residential standards are estimated to be approximately 53 percent more efficient than the 2016 standards. Under the 2019 standards, nonresidential buildings are estimated to be approximately 30 percent more efficient than the 2016 standards. Energy efficient buildings require less electricity; therefore, increased energy efficiency reduces fossil fuel consumption and decreases greenhouse gas emissions.

Per Section 100 Scope, the 2019 Title 24, Part 6 Building Code now requires healthcare facilities, such as assisted living facilities, hospitals, and nursing homes, to meet documentation requirements of Title 24, Part 1 Chapter 7 - Safety Standards for Health Facilities. A healthcare facility is defined as any building or portion thereof licensed pursuant to California Health and Safety Code Division 2, Chapter 1, Section 1204 or Chapter 2, Section 1250.

Section 120.1 Ventilation and Indoor Air Quality included both additions and revisions in the 2019 Code. This section now requires nonresidential and hotel/motel buildings to have air filtration systems that use forced air ducts to supply air to occupiable spaces to have air filters. Further, the air filter efficiency must be either MERV 13 or use a particle size efficiency rating specific in the Energy Code AND be equipped with air filters with a minimum 2 -inch depth or minimum 1 -inch depth if sized according to the equation 120.1-A. If natural ventilation is to be used the space must also use mechanical unless ventilation openings are either permanently open or controlled to stay open during occupied times. The 2019 version of the Code also completely revised the minimum ventilation requirements including DVC airflow rates within Section 120.1 Table 120.1—A. Table TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 43 19669

120.1-A now includes air classification and recirculation limitations, these are based on either the number of occupants or the CFM/ft2 (cubic feet per minute per square foot), whichever is greater.

Section 120.1 Ventilation and Indoor Air Quality also included additions for high-rise residential buildings.

Requirements include that mechanical systems must provide air filters that and that air filters must be MERV 13 or use a particle size efficiency rating specified in the Energy Code. Window operation is no longer a method allowed to meet ventilation requirements, continuous operation of central forced air system handlers used in central fan integrated ventilation system is not a permissible method of providing the dwelling unit ventilation airflow, and central ventilation systems that serve multiple dwelling units must be balanced to provide ventilation airflow to each dwelling unit. In addition, requirements for kitchen range hoods were also provided in the updated Section 120.1.

Per Section 120.1(a) healthcare facilities must be ventilated in accordance with Chapter 4 of the California Mechanical Code and are NOT required to meet the ventilations requirements of Title 24, Part 6.

Section 140.4 Space Conditioning Systems included both additions and revisions within the 2019 Code. The changes provided new requirements for cooling tower efficiency, new chilled water-cooling system requirements, as well as new formulas for calculating allowed fan power. Section 140.4(n) also provide a new exception for mechanical system shut -offs for high-rise multifamily dwelling units, while Section 140.4(o) added new requirements for conditioned supply air being delivered to space with mechanical exhaust.

Section 120.6 Covered Processes added information in regards to adiabatic chiller requirements that included that all condenser fans for air-cooled converseness, evaporative -cooled condensers, adiabatic condensers, gas coolers, air or water fluid coolers or cooling towers must be continuously variable speed, with the speed of all fans serving a common condenser high side controlled in unison .Further, the mid -condensing setpoint must be 70 degrees Fahrenheit for all of the above mentioned systems.

New regulations were also adopted under Section 130.1 Indoor Lighting Controls. These included new exceptions being added for restrooms, the exception for classrooms being removed, as well as exceptions in regard to sunlight provided through skylights and overhangs.

Section 130.2 Outdoor Lighting Controls and Equipment added automatic scheduling controls which included that outdoor lighting power must be reduced by 50 to 90 percent, turn the lighting off during unoccupied times and have at least two scheduling options for each luminaire independent from each other and with a 2 - hour override function. Furthermore, motion sensing controls must have the ability to reduce power within 15 minutes of area being vacant and be able to come back on again when occupied. An exception allows for lighting subject to a health or life safety statute, ordinance, or regulation may have a minimum time-out period longer than 15 minutes or a minimum dimming level above 50% when necessary to comply with the applicable law.

The 2022 Building Energy Efficiency Standards became effective on January 1, 2023.19 All buildings for which an application for a building permit is submitted on or after January 1, 2023 must follow the 2022 standards.

The core focus of the building standards has been efficiency, but the 2019 Energy Code ventured into onsite generation by requiring solar PV on new homes, providing significant GHG savings. The 2022 update builds off this progress with expanded solar standards and the move to onsite energy storage that will help Californians save on utility bills while bolstering the grid. The 2022 Energy Code update focuses on four key areas in new construction of homes and businesses:
• Encouraging electric heat pump technology and use, which consumes less energy and produces fewer emissions than traditional HVACs and water heaters.
19 California Energy Commission (CEC). 2022. Building Energy Efficiency Standards. https://www.energy.ca.gov/programs-and- topics/programs/building-energy-efficiency-standards/2022-building-energy efficiency.

TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 44 19669

• Establishing electric -ready requirements when natural gas is installed, which positions owners to use cleaner electric heating, cooking and electric vehicle (EV) charging options whenever they choose to adopt those technologies.
• Expanding solar photovoltaic (PV) system and battery storage standards to make clean energy available onsite and complement the state's progress toward a 100 percent clean electricity grid. • Strengthening ventilation standards to improve indoor air quality.

The 2022 Energy Code affects homes by establishing energy budgets based on efficient heat pumps for space or water heating to encourage builders to install heat pumps over gas -fueled HVAC units; requiring homes to be electric -ready, with dedicated 240 -volt outlets and space (with plumbing for water heaters) so electric appliances can eventually replace installed gas appliances; increasing minimum kitchen ventilation requirements so that fans over cooktops have higher airflow or capture efficiency to better exhaust pollution from gas cooking and improve indoor air quality; and allowing exceptions to existing solar PV standards when roof area is not available (such as for smaller homes). In addition, the effect on businesses includes establishing combined solar PV and battery standards for select businesses with systems being sized to maximize onsite use of solar energy and avoid electricity demand during times when the grid must use gas -powered plants; establishing new efficiency standards for commercial greenhouses (primarily cannabis growing); and improving efficiency standards for building envelope, various internal systems, and grid integration equipment, such as demand -responsive controls to buoy grid stability.20,21 California Code of Regulations (CCR) Title 24, Part 11
On January 12, 2010, the State Building Standards Commission unanimously adopted updates to the California Green Building Standards Code, which went into effect on January 1, 2011. The 2016 version of the California Green Building Standards became effective January 1, 2017. 2016 CALGreen Code: The 2016 residential standards were estimated to be approximately 28 percent more efficient than the 2013 standards. Energy efficient buildings require less electricity; therefore, increased energy efficiency reduces fossil fuel consumption and decreases greenhouse gas emissions. During the 2016- 2017 fiscal year, the Department of Housing and Community Development (HCD) updated CALGreen through the 2015 Triennial Code Adoption Cycle.

HCD also increased the required construction waste reduction from 50 percent to 65 percent of the total building site waste. This increase aids in meeting CalRecycle's statewide solid waste recycling goal of 75 percent for 2020 as stated in Chapter 476, Statutes of 2011 (AB 341). HCD adopted new regulations requiring recycling areas for multifamily projects of five or more dwelling units. This regulation requires developers to provide readily accessible areas adequate in size to accommodate containers for depositing, storage and collection of non -hazardous materials (including organic waste) for recycling. This requirement assists businesses that were required as of April 1, 2016, to meet the requirements of Chapter 727, Statutes of 2014 (AB 1826).

HCD adopted new regulations to require information on photovoltaic systems and electric vehicle chargers to be included in operation and maintenance manuals. Currently, CALGreen section 4.410.1 Item 2(a) requires operation and maintenance instructions for equipment and appliances. Photovoltaic systems and electric vehicle chargers are systems that play an important role in many households in California, and their importance is increasing every day. HCD incorporated these two terms in the existing language in order to provide clarity to code users as to additional systems requiring operation and maintenance instructions. 20 https://www.lightnowblog.com/2021/08/california-energy-commission-adopts-2022-building-energy-efficiency-standards/ 21 State of California Energy Commission. 2022 Building. Energy Efficiency Standards Summary. https://www.energy.ca.gov/sites/defa u It/files/2021-08/CEC_2022_EnergyCodeU pdateSum mary_ADA. pdf TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 445 19669

HCD updated the reference to Clean Air Standards of the United States Environmental Protection Agency applicable to woodstoves and pellet stoves. HCD also adopted a new requirement for woodstoves and pellet stoves to have a permanent label indicating they are certified to meet the emission limits. This requirement provides clarity to the code user and is consistent with the United States Environmental Protection Agency's New Source Performance Standards. HCD updated the list of standards which can be used for verification of compliance for exterior grade composite wood products. This list now includes four standards from the Canadian Standards Association (CSA): CSA O121, CSA O151, CSA O153 and CSA O325. HCD updated heating and air-conditioning system design references to the ANSI/ACCA 2 Manual J, ANSI/ACCA 1 Manual D, and ANSI/ACCA 3 Manual S to the most recent versions approved by ANSI. HCD adopted a new elective measure for hot water recirculation systems for water conservation. The United States Department of Energy estimates that 3,600 to 12,000 gallons of water per year can be saved by the typical household (with four points of hot water use) if a hot water recirculation system is installed. 2019 CALGreen Code: During the 2019-2020 fiscal year, the Department of Housing and Community Development (HCD) updated CALGreen through the 2019 Triennial Code Adoption Cycle. The 2019 version of the California Green Building Standards became effective January 1, 2020.

HCD modified the best management practices for stormwater pollution prevention adding Section 5.106.2 for projects that disturb one or more acres of land. This section requires projects that disturb one acre or more of land or less than one acre of land but are part of a larger common plan of development or sale must comply with the postconstruction requirement detailed in the applicable National Pollutant Discharge Elimination System (NPDES) General Permit for Stormwater Discharges Associated with Construction and Land Disturbance Activities issued by the State Water Resources Control Board. The NPDES permits require postconstruction runoff (post -project hydrology) to match the preconstruction runoff pre -project hydrology) with installation of postconstruction stormwater management measures.

HCD added sections 5.106.4.1.3 and 5.106.4.1.5 in regard to bicycle parking. Section 5.106.4.1.3 requires new buildings with tenant spaces that have 10 or more tenant -occupants, provide secure bicycle parking for 5 percent of the tenant -occupant vehicular parking spaces with a minimum of one bicycle parking facility. In addition, Section 5.106.4.1.5 states that acceptable bicycle parking facility for Sections 5.106.4.1.2 through

5.106.4.1.4 shall be convenient from the street and shall meeting one of the following: (1) covered, lockable enclosures with permanently anchored racks for bicycles; (2) lockable bicycle rooms with permanently anchored racks; or (3) lockable, permanently anchored bicycle lockers.

HCD amended section 5.106.5.3.5 allowing future charging spaces to qualify as designated parking for clean air vehicles.

HCD updated section 5.303.3.3 in regard to showerhead flow rates. This update reduced the flow rate to 1.8 GPM.

HCD amended section 5.304.1 for outdoor potable water use in landscape areas and repealed sections

5.304.2 and 5.304.3. The update requires nonresidential developments to comply with a local water efficient landscape ordinance or the current California Department of Water Resource's' Model Water Efficient Landscape Ordinance (MWELO), whichever is more stringent. Some updates were also made in regard to the outdoor potable water use in landscape areas for public schools and community colleges.

HCD updated Section 5.504.5.3 in regard to the use of MERV filters in mechanically ventilated buildings. This update changed the filter use from MERV 8 to MERV 13. MERV 13 filters are to be installed prior to occupancy, and recommendations for maintenance with filters of the same value shall be included in the operation and maintenance manual.
gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 446 19669

The 2022 California Green Building Standards Code became effective on January 1, 2023.22 In the 2022 Code, HCD amended Section 5.106.5.3 in regard to increasing the EV capable space percentages and adding a new requirement for installed Level 2 DCFC chargers.

HCD under Section 5.106.5.4 added new regulation for electric vehicle charging readiness requirements for new construction of warehouse, grocery stores, and retail stores with planned off-street loading spaces. 23 Executive Order B-30-15
On April 29, 2015, Governor Brown issued Executive Order B-30-15. Therein, the Governor directed the following:
• Established a new interim statewide reduction target to reduce GHG emissions to 40 percent below 1990 levels by 2030.
• Ordered all state agencies with jurisdiction over sources of GHG emissions to implement measures to achieve reductions of GHG emissions to meet the 2030 and 2050 reduction targets. • Directed CARB to update the Climate Change Scoping Plan to express the 2030 target in terms of million metric tons of carbon dioxide equivalent.

Executive Order B-29-15
Executive Order B-29-15, mandates a statewide 25 percent reduction in potable water usage. EO B-29-15 signed into law on April 1, 2015.

Executive Order B-37-16
Executive Order B-37-16, continuing the State's adopted water reductions, was signed into law on May 9, 2016. The water reductions build off the mandatory 25 percent reduction called for in EO B-29-15.

Executive Order N-79-20
Executive Order N-79-20 Signed in September 2020, Executive Order N-79-20 establishes as a goal that where feasible, all new passenger cars and trucks, as well as all drayage/cargo trucks and off -road vehicles and equipment, sold in California, will be zero -emission by 2035. The executive order sets a similar goal requiring that all medium and heavy-duty vehicles will be zero -emission by 2045 where feasible. It also directs CARB to develop and propose rulemaking for passenger vehicles and trucks, medium -and heavy-duty fleets where feasible, drayage trucks, and off -road vehicles and equipment "requiring increasing volumes" of new zero emission vehicles (ZEVs) "towards the target of 100 percent." The executive order directs the California Environmental Protection Agency, the California Geologic Energy Management Division (CaIGEM), and the California Natural Resources Agency to transition and repurpose oil production facilities with a goal toward meeting carbon neutrality by 2045. Executive Order N-79-20 builds upon the CARB Advanced Clean Trucks regulation, which was adopted by CARB in July 2020.

SBX1 2
Signed into law in April 2011, SBX1 2, requires one-third of the State's electricity to come from renewable sources. The legislation increases California's current 20 percent renewables portfolio standard target in 2010 to a 33 percent renewables portfolio standard by December 31, 2020. 22 California Building Standards Commission (CBSC). 2022. California Green Building Standards.

Website: httos://codes.iccsafe.org/content/CAGBC2022P1. 23 https://www.dgs.ca.gov/BSC/Resources/2022-Title-24-California-Code-Changes TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 447 19669

Senate Bill 350
Signed into law October 7, 2015, SB 350 increases California's renewable electricity procurement goal from 33 percent by 2020 to 50 percent by 2030. This will increase the use of Renewables Portfolio Standard (RPS) eligible resources, including solar, wind, biomass, geothermal, and others. In addition, SB 350 requires the state to double statewide energy efficiency savings in electricity and natural gas end uses by 2030. To help ensure these goals are met and the greenhouse gas emission reductions are realized, large utilities will be required to develop and submit Integrated Resource Plans (IRPs). These IRPs will detail how each entity will meet their customers resource needs, reduce greenhouse gas emissions and ramp up the deployment of clean energy resources.

Energy Sector and CEQA Guidelines Appendix F
The CEC first adopted Energy Efficiency Standards for Residential and Nonresidential Buildings (CCR, Title 24, Part 6) in 1978 in response to a legislative mandate to reduce energy consumption in the state. Although not originally intended to reduce GHG emissions, increased energy efficiency and reduced consumption of electricity, natural gas, and other fuels would result in fewer GHG emissions from residential and nonresidential buildings subject to the standard. The standards are updated periodically (typically every three years) to allow for the consideration and inclusion of new energy efficiency technologies and methods. The 2016 update to the Energy Efficiency Standards for Residential and Nonresidential Buildings focuses on several key areas to improve the energy efficiency of renovations and addition to existing buildings as well as newly constructed buildings and renovations and additions to existing buildings. The major efficiency improvements to the residential Standards involve improvements for attics, walls, water heating, and lighting, whereas the major efficiency improvements to the nonresidential Standards include alignment with the American Society of Heating, Refrigerating and Air -Conditioning Engineers (ASHRAE) 90.1-2013 national standards. Furthermore, the 2016 update requires that enforcement agencies determine compliance with CCR, Title 24, Part 6 before issuing building permits for any construction.24 Part 11 of the Title 24 Building Energy Efficiency Standards is referred to as the California Green Building Standards (CALGreen) Code. The purpose of the CALGreen Code is to "improve public health, safety and general welfare by enhancing the design and construction of buildings through the use of building concepts having a reduced negative impact or positive environmental impact and encouraging sustainable construction practices in the following categories: (1) Planning and design; (2) Energy efficiency; (3) Water efficiency and conservation; (4) Material conservation and resource efficiency; and (5) Environmental air quality."25 As of January 1, 2011, the CALGreen Code is mandatory for all new buildings constructed in the state. The CALGreen Code establishes mandatory measures for new residential and non-residential buildings. Such mandatory measures include energy efficiency, water conservation, material conservation, planning and design, and overall environmental quality. The CALGreen Code was most recently updated in 2022 to include new mandatory measures for residential and nonresidential uses; the new measures took effect on January 1, 2023.

Regional - South Coast Air Quality Management District
The project is within the Salton Sea portion of the South Coast Air Basin, which is under the jurisdiction of the South Coast Air Quality Management District (SCAQMD).

SCAQMD Regulation XXVII, Climate Change
SCAQMD Regulation XXVII currently includes three rules:
24 California Energy Commission, 2016 Building Energy Efficiency Standards, June 2015, http://www.energy.ca.gov/2015publications/CEC-400-2015-037/CEC-400-2015-037-CMF.pdf 25 California Building Standards Commission, 2010 California Green Building Standards Code, (2010).

TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 448 19669

• The purpose of Rule 2700 is to define terms and post global warming potentials. • The purpose of Rule 2701, SoCal Climate Solutions Exchange, is to establish a voluntary program to encourage, quantify, and certify voluntary, high quality certified greenhouse gas emission reductions in the SCAQMD.
• Rule 2702, Greenhouse Gas Reduction Program, was adopted on February 6, 2009. The purpose of this rule is to create a Greenhouse Gas Reduction Program for greenhouse gas emission reductions in the SCAQMD. The SCAQMD will fund projects through contracts in response to requests for proposals or purchase reductions from other parties.

A variety of agencies have developed greenhouse gas emission thresholds and/or have made recommendations for how to identify a threshold. However, the thresholds for projects in the jurisdiction of the SCAQMD remain in flux. The California Air Pollution Control Officers Association explored a variety of threshold approaches, but did not recommend one approach (2008). The ARB recommended approaches for setting interim significance thresholds (California Air Resources Board 2008b), in which a draft industrial project threshold suggests that non -transportation related emissions under 7,000 MTCO2e per year would be less than significant; however, the ARB has not approved those thresholds and has not published anything since then. The SCAQMD is in the process of developing thresholds, as discussed below.

SCAQMD Threshold Development
On December 5, 2008, the SCAQMD Governing Board adopted an interim greenhouse gas significance threshold for stationary sources, rules, and plans where the SCAQMD is lead agency (SCAQMD permit threshold). The SCAQMD permit threshold consists of five tiers. However, the SCAQMD is not the lead agency for this project. Therefore, the five permit threshold tiers do not apply to the proposed project.

The SCAQMD is in the process of preparing recommended significance thresholds for greenhouse gases for local lead agency consideration ("SCAQMD draft local agency threshold"); however, the SCAQMD Board has not approved the thresholds as of the date of the Notice of Preparation. The current draft thresholds consist of the following tiered approach:
• Tier 1 consists of evaluating whether or not the project qualifies for any applicable exemption under CEQA.
• Tier 2 consists of determining whether the project is consistent with a greenhouse gas reduction plan. If a project is consistent with a qualifying local greenhouse gas reduction plan, it does not have significant greenhouse gas emissions.
• Tier 3 consists of screening values, which the lead agency can choose, but must be consistent with all projects within its jurisdiction. A project's construction emissions are averaged over 30 years and are added to a project's operational emissions. If a project's emissions are under one of the following screening thresholds, then the project is less than significant:
o All land use types: 3,000 MTCO2e per year
o Based on land use type: residential: 3,500 MTCO2e per year; commercial: 1,400 MTCO2e per year; or mixed use: 3,000 MTCO2e per year.
o Based on land type: Industrial (where SCAQMD is the lead agency), 10,000 MTCO2e per year. • Tier 4 has the following options:
o Option 1: Reduce emissions from business as usual (BAU) by a certain percentage; this percentage is currently undefined.
o Option 2: Early implementation of applicable AB 32 Scoping Plan measures. o Option 3, 2020 target for service populations (SP), which includes residents and employees: 4.8 MTCO2e/SP/year for projects and 6.6 MTCO2e/SP/year for plans; o Option 3, 2035 target: 3.0 MTCO2e/SP/year for projects and 4.1 MTCO2e/SP/year for plans. • Tier 5 involves mitigation offsets to achieve target significance threshold. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 449 19669

The SCAQMD's draft threshold uses the Executive Order S-3-05 goal as the basis for the Tier 3 screening level. Achieving the Executive Order's objective would contribute to worldwide efforts to cap carbon dioxide concentrations at 450 ppm, thus stabilizing global climate. Specifically, the Tier 3 screening level for stationary sources is based on an emission capture rate of 90 percent for all new or modified projects. A 90 percent emission capture rate means that 90 percent of total emissions from all new or modified stationary source projects would be subject to a CEQA analysis, including a negative declaration, a mitigated negative declaration, or an environmental impact report, which includes analyzing feasible alternatives and imposing feasible mitigation measures. A GHG significance threshold based on a 90 percent emission capture rate may be more appropriate to address the long-term adverse impacts associated with global climate change because most projects will be required to implement GHG reduction measures. 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. This assertion is based on the fact that staff estimates that these GHG emissions would account for slightly less than one percent of future 2050 statewide GHG emissions target (85 MMTCO2eq/year). In addition, these small projects may be subject to future applicable GHG control regulations that would further reduce their overall future contribution to the statewide GHG inventory. Finally, these small sources are already subject to BACT for criteria pollutants and are more likely to be single -permit facilities, so they are more likely to have few opportunities readily available to reduce GHG emissions from other parts of their facility.

SCAQMD Working Group
Since neither the CARB nor the OPR has developed GHG emissions threshold, the SCAQMD formed a Working Group to develop significance thresholds related to GHG emissions. At the September 28, 2010 Working Group meeting, the SCAQMD released its most current version of the draft GHG emissions thresholds, which recommends a tiered approach that provides a quantitative annual threshold of 10,000 MTCO2e for industrial uses.

In order to assist local agencies with direction on GHG emissions, the SCAQMD organized a working group and adopted Rules 2700, 2701, 2702, and 3002 which are described below.

SCAQMD Rules 2700 and 2701
The SCAQMD adopted Rules 2700 and 2701 on December 5, 2008, which establishes the administrative structure for a voluntary program designed to quantify GHG emission reductions. Rule 2700 establishes definitions for the various terms used in Regulation XXVII - Global Climate Change. Rule 2701 provides specific protocols for private parties to follow to generate certified GHG emission reductions for projects within the district. Approved protocols include forest projects, urban tree planting, and manure management.

The SCAQMD is currently developing additional protocols for other reduction measures. For a GHG emission reduction project to qualify, it must be verified and certified by the SCAQMD Executive Officer, who has 60 days to approve or deny the Plan to reduce GHG emissions. Upon approval of the Plan, the Executive Officer issues required to issue a certified receipt of the GHG emission reductions within 90 days.

SCAQMD Rule 2702
The SCAQMD adopted Rule 2702 on February 6, 2009, which establishes a voluntary air quality investment program from which SCAQMD can collect funds from parties that desire certified GHG emission reductions, pool those funds, and use them to purchase or fund GHG emission reduction projects within two years, unless extended by the Governing Board. Priority will be given to projects that result in co -benefit emission reductions of GHG emissions and criteria or toxic air pollutants within environmental justice areas. Further, this voluntary program may compete with the cap -and -trade program identified for implementation in CARB's Scoping Plan, or a Federal cap and trade program.
gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 450 19669

SCAQMD Rule 3002
The SCAQMD amended Rule 3002 on November 5, 2010 to include facilities that emit greater than 100,000 tons per year of CO2e are required to apply for a Title V permit by July 1, 2011. A Title V permit is for facilities that are considered major sources of emissions.

Local - City of Rancho Mirage
The City of Rancho Mirage does not currently have a Climate Action Plan; however, the City's Sustainability Plan and Energy Action Plan were both adopted in March of 2013. The City's Sustainability Plan was created as a framework for the development and implementation of policies and programs to reduce the City's GHG emissions. The Plan includes 82 measures to be implemented over the course of an eight -year period, lasting until 2020, in order to achieve their emission reduction goals. The Plan defines the City's goal of complying with statewide mandates to reduce GHG emissions. Through the City's consider actions the City anticipates the following outcomes:
• Increase energy efficiency in local government operation and in community activities; • Create new jobs in the community associated with smart energy management; • Save money now being spent for energy and explore the establishment of a revolving fund whereby energy savings will be available for municipal and community programs to enhance energy efficiency and continue to reduce GHG emissions;
• Maintain or enhance the comfortable desert lifestyle of residents and visitors alike; and • Bring the CVAG jurisdictions together for effective regional sustainability and climate action planning Further, the Energy Action Plan focuses on ways the City can reduce costs at the same time as enhancing energy efficiency. The Energy Action plan included a City goal of a 10 percent reduction in energy use from 2005 baseline use levels by 2015.

SIGNIFICANCE THRESHOLDS
Appendix G of State CEQA Guidelines
The CEQA Guidelines recommend that a lead agency consider the following when assessing the significance of impacts from GHG emissions on the environment:
• The extent to which the project may increase (or reduce) GHG emissions as compared to the existing environmental setting;
• Whether the project emissions exceed a threshold of significance that the lead agency determines applies to the project;
• The extent to which the project complies with regulations or requirements adopted to implement an adopted statewide, regional, or local plan for the reduction or mitigation of GHG emissions26.

Thresholds of Significance for this Project
To determine whether the project's GHG emissions are significant, this analysis uses the SCAQMD screening threshold of 3,000 MTCO2e per year for all land uses.
26 The Governor's Office of Planning and Research recommendations include a requirement that such a plan must be adopted through a public review process and include specific requirements that reduce or mitigate the project's incremental contribution of GHG emissions. If there is substantial evidence that the possible effects of a particular project are still cumulatively considerable, notwithstanding compliance with the adopted regulations or requirements, an EIR must be prepared for the project gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 451 19669

METHODOLOGY
The proposed project is anticipated to generate GHG emissions from area sources, energy usage, mobile sources, waste, water, and construction equipment. The following provides the methodology used to calculate the project -related GHG emissions and the project impacts.

CaIEEMod Version 2022.1.1.20 was used to calculate the GHG emissions from the proposed project. The CaIEEMod Output for year 2026 is available in Appendix B. Each source of GHG emissions is described in greater detail below.

Area Sources
Area sources include emissions from consumer products, landscape equipment and architectural coatings. No changes were made to the default area source emissions.

Energy Usage
Energy usage includes emissions from the generation of electricity and natural gas used on -site. No changes were made to the default energy usage parameters.

Mobile Sources
Mobile sources include emissions from the additional vehicle miles generated from the proposed project. The vehicle trips associated with the proposed project have been analyzed by inputting the project -generated vehicular trips from the ITE Trip Generation Manual 11th Edition (2021) into the CaIEEMod Model. The program then applies the emission factors for each trip which is provided by the EMFAC2021 model to determine the vehicular traffic pollutant emissions. The CaIEEMod default trip lengths were used in this analysis. See Section 2 for details.

Waste
Waste includes the GHG emissions generated from the processing of waste from the proposed project as well as the GHG emissions from the waste once it is interred into a landfill. No changes were made to the default waste parameters.

Water
Water includes the water used for the interior of the building as well as for landscaping and is based on the GHG emissions associated with the energy used to transport and filter the water. No changes were made to CaIEEMod default values for waste generated.

Construction
The construction -related GHG emissions were also included in the analysis and were based on a 30 -year amortization rate as recommended in the SCAQMD GHG Working Group meeting on November 19, 2009.

The construction -related GHG emissions were calculated by CaIEEMod and in the manner detailed above in Section 2.

PROJECT GREENHOUSE GAS EMISSIONS
The GHG emissions have been calculated based on the parameters described above. A summary of the results is shown below in Table 11 and the CaIEEMod Model run for the proposed project is provided in Appendix B. Table 11 shows that the total for the proposed project's emissions (without credit for any reductions from sustainable design, and/or regulatory requirements) would be 216.3 MTCO2e per year. According to the TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 452 19669

thresholds of significance established above, a cumulative global climate change impact would occur if the GHG emissions created from the on -going operations of the proposed project would exceed the SCAQMD draft threshold of 3,000 MTCO2e per year for all land uses. Therefore, as emissions do not exceed 3,000 MTCO2e per year, operation of the proposed project would not create a significant cumulative impact to global climate change.
gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 453 19669

Table 11
Project -Related Greenhouse Gas Emissions
Category
Greenhouse Gas Emissions (Metric Tons/Year)
Bio-CO2
NonBio-CO2
CO2
CH4
N2O
CO2e
Maximum Annual Operations
0:85
200.00
201.00

0.09 0.01
206.00
Construction

0.00 10.27

10.27 0.00

0.00 10.30
Total Emissions

0.85 210.27
211.27

0.09 0.01
216.30
SCAQMD Draft Screening Threshold
3,000
Exceeds Threshold?
No
Notes:

Source: CalEEMod Version 2022.1.1.20 for Opening Year 2026. (1) Construction GHG emissions CO2e based on a 30 -year amortization rate. gmdii
454
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

CONSISTENCY WITH APPLICABLE GREENHOUSE GAS REDUCTION PLANS AND POLICIES The proposed project could have the potential to conflict with any applicable plan, policy or regulation of an agency adopted for the purpose of reducing the emissions of greenhouse gases. As stated previously, the City of Rancho Mirage does not currently have a Climate Action Plan; however, the City's Sustainability Plan and Energy Action Plan were both adopted in March of 2013.

SB-32
As stated previously, the SCAQMD's tier 3 thresholds used Executive Order S-3-05 goal as the basis for deriving the screening level. The California Governor issued Executive Order S-3-05, GHG Emission, in June 2005, which established the following reduction targets:
• 2010: Reduce greenhouse gas emissions to 2000 levels
• 2020: Reduce greenhouse gas emissions to 1990 levels
• 2050: Reduce greenhouse gas emissions to 80 percent below 1990 levels.

In 2006, the California State Legislature adopted AB 32, the California Global Warming Solutions Act of 2006.

AB 32 requires CARB, to adopt rules and regulations that would achieve GHG emissions equivalent to statewide levels in 1990 by 2020 through an enforceable statewide emission cap which was phased in starting in 2012.

Therefore, as the project's emissions meet the threshold for compliance with Executive Order S-3-05, the project's emissions also comply with the goals of AB 32 and the City of Rancho Mirage's Sustainability Plan and Energy Action Plan. Additionally, as the project meets the current interim emissions targets/thresholds established by SCAQMD, the project would also be on track to meet the reduction target of 40 percent below 1990 levels by 2030 mandated by SB-32. Furthermore, the majority of the post 2020 reductions in GHG emissions are addressed via regulatory requirements at the State level and the project will be required to comply with these regulations as they come into effect.

At a level of 216.3 MTCO2e per year, the project's GHG emissions do not exceed the SCAQMD draft threshold of 3,000 MTCO2e per year and is in compliance with the goals of the City of Rancho Mirage's Sustainability Plan and Energy Action Plan, AB -32 and SB-32.

Scoping Plan
Emission reductions in California alone would not be able to stabilize the concentration of greenhouse gases in the earth's atmosphere. However, California's actions set an example and drive progress towards a reduction in greenhouse gases elsewhere. If other states and countries were to follow California's emission reduction targets, this could avoid medium or higher ranges of global temperature increases. Thus, severe consequences of climate change could also be avoided.

The CARB Board approved a Climate Change Scoping Plan in December 2008. The Scoping Plan outlines the State's strategy to achieve the 2020 greenhouse gas emissions limit. The Scoping Plan "proposes a comprehensive set of actions designed to reduce overall greenhouse gas emissions in California, improve our environment, reduce our dependence on oil, diversify our energy sources, save energy, create new jobs, and enhance public health" (California Air Resources Board 2008). The measures in the Scoping Plan have been in place since 2012.

This Scoping Plan calls for an "ambitious but achievable" reduction in California's greenhouse gas emissions, cutting approximately 30 percent from business -as -usual emission levels projected for 2020, or about 10 percent from today's levels. On a per -capita basis, that means reducing annual emissions of 14 tons of carbon dioxide for every man, woman and child in California down to about 10 tons per person by 2020. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 455 19669

In May 2014, CARB released its First Update to the Climate Change Scoping Plan (CARB 2014). This Update identifies the next steps for California's leadership on climate change. While California continues on its path to meet the near -term 2020 greenhouse gas limit, it must also set a clear path toward long-term, deep GHG emission reductions. This report highlights California's success to date in reducing its GHG emissions and lays the foundation for establishing a broad framework for continued emission reductions beyond 2020, on the path to 80 percent below 1990 levels by 2050. CARB's First Update "lays the foundation for establishing a broad framework for continued emission reductions beyond 2020, on the path to 80 percent below 1990 levels by 2050," and many of the emission reduction strategies recommended by GARB would serve to reduce the Project's post -2020 emissions level to the extent required by applicable by law.

In November 2017, CARB release the 2017 Scoping Plan. This Scoping Plan incorporates, coordinates, and leverages many existing and ongoing efforts and identifies new policies and actions to accomplish the State's climate goals, and includes a description of a suite of specific actions to meet the State's 2030 GHG limit. In addition, Chapter 4 of the Scoping Plan provides a broader description of the many actions and proposals being explored across the sectors, including the natural resources sector, to achieve the State's mid and long- term climate goals.

Guided by legislative direction, the actions identified in the 2017 Scoping Plan reduce overall GHG emissions in California and deliver policy signals that will continue to drive investment and certainty in a low carbon economy. The 2017 Scoping Plan builds upon the successful framework established by the Initial Scoping Plan and First Update, while identifying new, technologically feasible, and cost-effective strategies to ensure that California meets its GHG reduction targets in a way that promotes and rewards innovation, continues to foster economic growth, and delivers improvements to the environment and public health, including in disadvantaged communities. The Plan includes policies to require direct GHG reductions at some of the State's largest stationary sources and mobile sources. These policies include the use of lower GHG fuels, efficiency regulations, and the Cap -and Trade Program, which constrains and reduces emissions at covered sources.

Independent studies confirm CARB's determination that the state's existing and proposed regulatory framework will put the state on a pathway to reduce its GHG emissions level to 40 percent below 1990 levels by 2030, and to 80 percent below 1990 levels by 2050 if additional appropriate reduction measures are adopted.27 Even though these studies did not provide an exact regulatory and technological roadmap to achieve the 2030 and 2050 goals, they demonstrated that various combinations of policies could allow the statewide emissions level to remain very low through 2050, suggesting that the combination of new technologies and other regulations not analyzed in the studies would allow the state to meet the 2050 target.

In November of 2022, the CARB released the 2022 Scoping Plan. The 2022 Scoping Plan lays out a path to achieve targets for carbon neutrality and reduce anthropogenic GHG emissions by 85 percent below 1990 levels no later than 2045, as directed by Assembly Bill 1279. The actions and outcomes in the plan will achieve significant reductions in fossil fuel combustion by deploying clean technologies and fuels, further reductions in short-lived climate pollutants, support for sustainable development, increased action on natural and working lands to reduce emissions and sequester carbon, and the capture and storage of carbon. 27 Energy and Environmental Economics (E3). "Summary of the California State Agencies' PATHWAYS Project: Long-term Greenhouse Gas Reduction Scenarios" (April 2015); Greenblatt, Jeffrey, Energy Policy, "Modeling California Impacts on Greenhouse Gas Emissions" (Vol. 78, pp. 158-172). The California Air Resources Board, California Energy Commission, California Public Utilities Commission, and the California Independent System Operator engaged E3 to evaluate the feasibility and cost of a range of potential 2030 targets along the way to the state's goal of reducing GHG emissions to 80 percent below 1990 levels by 2050.

With input from the agencies, E3 developed scenarios that explore the potential pace at which emission reductions can be achieved, as well as the mix of technologies and practices deployed. E3 conducted the analysis using its California PATHWAYS model. Enhanced specifically for this study, the model encompasses the entire California economy with detailed representations of the buildings, industry, transportation and electricity sectors. httos:// www.ethree.com/wp- content/uploads/2017/02/E3 Project Overview 201504o6.odf gri±Ii'i
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 45 A 19669

As the latest, 2022 Scoping Plan builds upon previous versions, project consistency with applicable strategies of the 2008, 2017, and 2022 Plan are assessed in Table 12. As shown in Table 12, the project is consistent with the applicable strategies within the Scoping Plan.

Furthermore. at a level of 216.3 MTCO2e per year, the project's GHG emissions would be in compliance with the City of Rancho Mirage's Sustainability Plan and Energy Action Plan, AB -32, SB-32, and the CARB Scoping Plan. Furthermore, the project will comply with applicable Green Building Standards and City of Rancho Mirage's policies regarding sustainability (as dictated by the City's General Plan). Impacts are considered to be less than significant.
gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 457 19669

Table 12 (1 of 2)
Project Consistency with CARB Scoping Plan Policies and Meaures 2008 Scoping Plan Measures to Reduce Greenhouse Gas Emissions Project Compliance with Measure
California Light -Duty Vehicle Greenhouse Gas Standards - Implement adopted standards and planned second phase of the program. Align zero - No Conflict. These are CARB enforced standards; vehicles that access the emission vehicle, alternative and renewable fuel and vehicle technology project (that are required to comply with the standards) will comply with the programs with long-term climate change goals. strategy.

Energy Efficiency - Maximize energy efficiency building and appliance standards; pursue additional efficiency including new technologies, policy, and implementation mechanisms. Pursue comparable investment in energy efficiency from all retail providers of electricity in California.

No Conflict. The project will be compliant with the current Title 24 standards.

Low Carbon Fuel Standard - Develop and adopt the Low Carbon Fuel Standard.

No Conflict. These are CARB enforced standards; vehicles that access the project (that are required to comply with the standards) will comply with the strategy.

Vehicle Efficiency Measures - Implement light -duty vehicle efficiency measures.

No Conflict. These are CARB enforced standards; vehicles that access the project (that are required to comply with the standards) will comply with the strategy.

Medium/Heavy-Duty Vehicles - Adopt medium and heavy-duty vehicle efficiency measures.

No Conflict. These are CARB enforced standards; vehicles that access the project (that are required to comply with the standards) will comply with the strategy.

Green Building Strategy - Expand the use of green building practices to reduce the carbon footprint of California's new and existing inventory of buildings.

No Conflict. The California Green Building Standards Code (proposed Part 11, Title 24) was adopted as part of the California Building Standards Code in the CCR. Part 11 establishes voluntary standards, that are mandatory in the 2022 edition of the Code, on planning and design for sustainable site development, energy efficiency (in excess of the California Energy Code requirements), water conservation, material conservation, and internal air contaminants.

High Global Warming Potential Gases - Adopt measures to reduce high global warming potential gases.

No Conflict. CARB identified five measures that reduce HFC emissions from vehicular and commercial refrigeration systems; vehicles that access the project (that are required to comply with the measures) will comply with the strategy.

Recycling and Waste - Reduce methane emissions at landfills. Increase waste diversion, composting, and commercial recycling. Move toward zero - waste.

No Conflict. The state is currently developing a regulation to reduce methane emissions from municipal solid waste landfills. The project will be required to comply with City programs, such as City's recycling and waste reduction program, which comply with the 75 percent reduction required per AB 341.

Water - Continue efficiency programs and use cleaner energy sources to move and treat water.

No Conflict. The project will comply with all applicable City ordinances and CALGreen requirements.
2017 Scoping Plan Recommended Actions
to Reduce Greenhouse Gas Emissions
Project Compliance with Recommended Action
Implement Mobile Source Strategy: Further increase GHG stringency on all light -duty vehicles beyond existing Advanced Clean Car regulations.

No Conflict. These are CARB enforced standards; vehicles that access the project (that are required to comply with the standards) will comply with the strategy.

Implement Mobile Source Strategy: At least 1.5 million zero emission and plug-in hybrid light -duty electric vehicles by 2025 and at least 4.2 million zero emission and plug-in hybrid light -duty electric vehicles by 2030.

No Conflict. These are CARB enforced standards; vehicles that access the project (that are required to comply with the standards) will comply with the strategy.

Implement Mobile Source Strategy: Innovative Clean Transit: Transition to a suite of to -be -determined innovative clean transit options. Assumed 20 percent of new urban buses purchased beginning in 2018 will be zero emission buses with the penetration of zero -emission technology ramped up to 100 percent of new sales in 2030. Also, new natural gas buses, starting in 2018, and diesel buses, starting in 2020, meet the optional heavy-duty low-NOX standard.

No Conflict. These are CARB enforced standards; vehicles that access the project (that are required to comply with the standards) will comply with the strategy.
458
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

Table 12 (2 of 2)
Project Consistency with CARB Scoping Plan Policies and Meaures Implement Mobile Source Strategy: Last Mile Delivery: New regulation that would result in the use of low NOX or cleaner engines and the deployment of increasing numbers of zero -emission trucks primarily for class 3-7 last mile delivery trucks in California. This measure assumes ZEVs comprise 2.5 percent of new Class 3-7 truck sales in local fleets starting in 2020, increasing to 10 percent in 2025 and remaining flat through 2030.

No Conflict. These are CARB enforced standards; vehicles that access the project (that are required to comply with the standards) will comply with the strategy.

Implement SB 350 by 2030: Establish annual targets for statewide energy efficiency savings and demand reduction that will achieve a cumulative doubling of statewide energy efficiency savings in electricity and natural gas end uses by 2030.

No Conflict. The project will be compliant with the current Title 24 standards.

By 2019, develop regulations and programs to support organic waste landfill reduction goals in the SLCP and SB 1383.

No Conflict. The project will be required to comply with City programs, such as City's recycling and waste reduction program, which comply, with the 75 percent reduction required by AB 341.
2022 Scoping Plan Priority Key Actions and Recommendations Project Compliance with Recommended Actions
100 percent of light -duty vehicle sales are ZEVs by 2035.

Not Applicable. This action is in regard to vehicle sales, with an aim to have 100 percent of light -duty vehicle sales be ZEVs by 2035. The proposed project is a residential use and would not interfere with such policymaking.

VMT per capita reduced 25 percent below 2019 levels by 2030 and 30 percent below 2019 levels by 2045.

No Conflict. The Project screens out of needing a trafic study and, therefore, would not result in an unmitigated impact to VMT. The Project is a residential use in dose proximity to existing public transit and existing residential and commercial uses.

All electric appliances in new construction beginning 2026 (residential) and 2029 (commercial).

No Conflict. The California Green Building Standards Code (proposed Part 11, Title 24) was adopted as part of the California Building Standards Code in the CCR. Part 11 establishes voluntary standards, that are mandatory in the 2022 edition of the Code, on planning and design for sustainable site development, energy efficiency (in excess of the California Energy Code requirements), water conservation, material conservation, and internal air contaminants.

For existing residential buildings, 80 percent of appliance sales are electric by 2030 and 100 percent of appliance sales are electric by 2035 (appliances replaced at end of life).

For existing commercial buildings, 80 percent of appliance sales are electric by 2030 and 100 percent of appliance sales are electric by 2045 (appliances replaced at end of life)
Not Applicable. This action is in regard to appliance sales and the proposed project is a residential use and would not interfere with such policymaking.

Furthermore, although this action is not necessarily applicable on a project - specific basis, the proposed project is subject to the California Green Building Standards Code (proposed Part 11, Title 24) which was adopted as part of the California Building Standards Code in the CCR. Part 11 establishes voluntary standards, that are mandatory in the 2022 edition of the Code, on planning and design for sustainable site development, energy efficiency (in excess of the California Energy Code requirements), water conservation, material conservation, and internal air contaminants.

Notes:
(1) Source: CARB Scoping Plan (2008, 2017, and 2022)
459
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

CUMULATIVE GREENHOUSE GAS IMPACTS
Although the project is expected to emit GHGs, the emission of GHGs by a single project into the atmosphere is not itself necessarily an adverse environmental effect. Rather, it is the increased accumulation of GHG from more than one project and many sources in the atmosphere that may result in global climate change.

Therefore, in the case of global climate change, the proximity of the project to other GHG emission generating activities is not directly relevant to the determination of a cumulative impact because climate change is a global condition. According to CAPCOA, "GHG impacts are exclusively cumulative impacts; there are no non- cumulative GHG emission impacts from a climate change perspective."28 The resultant consequences of that climate change can cause adverse environmental effects. A project's GHG emissions typically would be very small in comparison to state or global GHG emissions and, consequently, they would, in isolation, have no significant direct impact on climate change.

The state has mandated a goal of reducing statewide emissions to 1990 levels by 2020, even though statewide population and commerce are predicted to continue to expand. In order to achieve this goal, CARB is in the process of establishing and implementing regulations to reduce statewide GHG emissions. Currently, the County of Riverside CAP Update's initial screening procedure is to determine if a project will emit 3,000 MTCO2E per year or more. Projects that do not exceed this threshold require no further climate change analysis. Therefore, consistent with CEQA Guidelines Section 15064h(3),29 the County, as lead agency, has determined that the project's contribution to cumulative GHG emissions and global climate change would be less than significant if the project is consistent with the applicable regulatory plans and policies to reduce GHG emissions.

As discussed in the Consistency With Applicable GHG Reduction Plans and Policies section above, the project would be consistent with the goals and objectives of the City of Rancho Mirage's Sustainability Plan and Energy Action Plan and the CARB Scoping Plan. Thus, given the project's consistency with the City of Rancho Mirage's Sustainability Plan and Energy Action Plan and the CARB Scoping Plan, the project's incremental contribution to GHG emissions and their effects on climate change would not be cumulatively considerable. 28 Source: California Air Pollution Control Officers Association, CEQA & Climate change: Evaluating and Addressing Greenhouse Gas Emissions from Projects Subject to the California Environmental Quality Act, (2008). 29 The State CEQA Guidelines were amended in response to SB 97. In particular, the State CEQA Guidelines were amended to specify that compliance with a GHG emissions reduction program renders a cumulative impact insignificant. Per State CEQA Guidelines Section 15064(h)(3), a project's incremental contribution to a cumulative impact can be found not cumulatively considerable if the project will comply with an approved plan or mitigation program that provides specific requirements that will avoid or substantially lessen the cumulative problem within the geographic area of the project. To qualify, such a plan or program must be specified in law or adopted by the public agency with jurisdiction over the affected resources through a public review process to implement, interpret, or make specific the law enforced or administered by the public agency. Examples of such programs include a "water quality control plan, air quality attainment or maintenance plan, integrated waste management plan, habitat conservation plan, natural community conservation plan, [and] plans or regulations for the reduction of greenhouse gas emissions." gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 460 19669

4. ENERGY ANALYSIS

EXISTING CONDITIONS
This section provides an overview of the existing energy conditions in the project area and region.

Overview
California's estimated annual energy use as of 2021 included:
• Approximately 277,764 gigawatt hours of electricity;3° • Approximately 2,092,612 million cubic feet of natural gas per year;31 and • Approximately 23.2 billion gallons of transportation fuel (for the year 2015).32 As of 2020, the year of most recent data currently available by the United States Energy Information Administration (EIA), energy use in California by demand sector was:
• Approximately 34 percent transportation;
• Approximately 24.6 percent industrial;
• Approximately 21.8 percent residential; and
• Approximately 19.6 percent commercial.33
California's electricity in -state generation system generates approximately 194,127 gigawatt-hours each year.

In 2021, California produced approximately 70 percent of the electricity it uses; the rest was imported from the Pacific Northwest (approximately 12 percent) and the U.S. Southwest (approximately 18 percent). Natural gas is the main source for electricity generation at approximately 50.2 percent of the total in -state electric generation system power as shown in Table 13.

A summary of and context for energy consumption and energy demands within the State is presented in "U.S.

Energy Information Administration, California State Profile and Energy Estimates, Quick Facts" excerpted below:
• California was the seventh -largest producer of crude oil among the 50 states in 2021, and, as of January 2021, it ranked third in oil refining capacity.
• California is the largest consumer of jet fuel and second-largest consumer of motor gasoline among the 50 states and accounted for fifteen percent of the nation's jet fuel consumption and ten percent of motor gasoline consumption in 2020.
• In 2019, California was the second-largest total energy consumer among the states, but its per capita energy consumption was less than in all other states except Rhode Island, due in part to its mild climate and its energy efficiency programs
• In 2021, California was the nation's top producer of electricity from solar, geothermal, and biomass energy. The state was fourth in the nation in conventional hydroelectric power generation, down from second in 2019, in part because of drought and increased water demand 3° California Energy Commission. Energy Almanac. Total Electric Generation. [Online] 2021. https://www.energy.ca.gov/data-reports/energy-alma nac/cal ifornia-electricity-data/2020-total-system-electric-generation. 31 Natural Gas Consumption by End Use. U.S. Energy Information Administration. [Online] 2021. https://www.eia.gov/dnaving/ng_cons sum dcu SCA a.htm. 32 California Energy Commission. Revised Transportation Energy Demand Forecast 2018-2030. [Online] 2021. https://www.energy.ca.gov/data-reports/planning-and-forecasting 33 U.S. Energy Information Administration. California Energy Consumption by End -Use Sector, 2020.

California State Profile 0verview.[0nline] December 20, 2022 https://www.eia.gov/state/?sid=CA#tabs-2 gn±iri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 461 19669

• In 2021, California was the fourth -largest electricity producer in the nation, but the state was also the nation's second-largest consumer of electricity, and in 2020, it received about 30% of its electricity supply from generating facilities outside of California, including imports from Mexico.34 As indicated above, California is one of the nation's leading energy -producing states, and California per capita energy use is among the nation's most efficient. Given the nature of the proposed project, the remainder of this discussion will focus on the three sources of energy that are most relevant to the project —namely, electricity and natural gas for building uses, and transportation fuel for vehicle trips associated with the proposed project.

Electricity
Electricity would be provided to the project by Imperial Irrigation District (IID). IID provides electric power to more than 158,000 -plus customers in the Imperial Valley and parts of Riverside and San Diego counties.35 Table 14 identifies IID's specific proportional shares of electricity sources in 2021. As shown in Table 14, the 2021 IID Power Mix has renewable energy at 40 percent of the overall energy resources, of which biomass and waste is at 8.8 percent, geothermal is at 12.1 percent, eligible hydroelectric is at 6.9 percent, and solar energy is at 12.3 percent; other energy sources include large hydroelectric at 4.8 percent, natural gas at 35.6 percent, nuclear at 3.5 percent, and unspecified sources at 16.1 percent.

Natural Gas
Natural gas would be provided to the project by Southern California Gas (SoCalGas). The following summary of natural gas resources and service providers, delivery systems, and associated regulation is excerpted from information provided by the California Public Utilities Commission (CPUC).

The CPUC regulates natural gas utility service for approximately 11 million customers that receive natural gas from Pacific Gas and Electric (PG&E), Southern California Gas (SoCalGas), San Diego Gas & Electric (SDG&E), Southwest Gas, and several smaller investor -owned natural gas utilities. The CPUC also regulates independent storage operators Lodi Gas Storage, Wild Goose Storage, Central Valley Storage and Gill Ranch Storage.

The vast majority of California's natural gas customers are residential and small commercial customers, referred to as "core" customers. Larger volume gas customers, like electric generators and industrial customers, are called "noncore" customers. Although very small in number relative to core customers, noncore customers consume about 65% of the natural gas delivered by the state's natural gas utilities, while core customers consume about 35%.

The PUC regulates the California utilities' natural gas rates and natural gas services, including in -state transportation over the utilities' transmission and distribution pipeline systems, storage, procurement, metering and billing.

Most of the natural gas used in California comes from out-of-state natural gas basins. In 2017, for example, California utility customers received 38% of their natural gas supply from basins located in the U.S. Southwest, 27% from Canada, 27% from the U.S. Rocky Mountain area, and 8% from production located in California."36 as State Profile Overview. [Online] [Cited: March 17, 2022.] https://www.eia.gov/state/?sid=CA#tabs-2 3s https://www.iid.com/energy/about-iid-energy
35 California Public Utilities Commission. Natural Gas and California. http://www.cpuc.ca.gov/natural_gas/ gn±iri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 462 19669

Transportation Energy Resources
The project would attract additional vehicle trips with resulting consumption of energy resources, predominantly gasoline and diesel fuel. Gasoline (and other vehicle fuels) are commercially -provided commodities and would be available to the project patrons and employees via commercial outlets.

The most recent data available shows the transportation sector emits 38 percent of the total greenhouse gases in the state and about 84 percent of smog -forming oxides of nitrogen (NOx).37,38 About 28 percent of total United States energy consumption in 2021 was for transporting people and goods from one place to another. In 2021, petroleum comprised about 77 percent of all transportation energy use, excluding fuel consumed for aviation and most marine vessels.39 In 2021, about 134.83 billion gallons (or about 3.21 billion barrels) of finished motor gasoline were consumed in the United States, an average of about 369 million gallons (or about 8.8 million barrels) per day.4°

REGULATORY BACKGROUND
Federal and state agencies regulate energy use and consumption through various means and programs. On the federal level, the United States Department of Transportation, the United States Department of Energy, and the United States Environmental Protection Agency are three federal agencies with substantial influence over energy policies and programs. On the state level, the PUC and the California Energy Commissions (CEC) are two agencies with authority over different aspects of energy. Relevant federal and state energy -related laws and plans are summarized below.

Federal Regulations
Corporate Average Fuel Economy (CAFE) Standards
First established by the U.S. Congress in 1975, the Corporate Average Fuel Economy (CAFE) standards reduce energy consumption by increasing the fuel economy of cars and light trucks. The National Highway Traffic Safety Administration (NHTSA) and U.S. Environmental Protection Agency (USEPA) jointly administer the CAFE standards. The U.S. Congress has specified that CAFE standards must be set at the 'maximum feasible level" with consideration given for: (1) technological feasibility; (2) economic practicality; (3) effect of other standards on fuel economy; and (4) need for the nation to conserve energy.41 Issued by NHTSA and EPA in March 2020 (published on April 30, 2020 and effective after June 29, 2020), the Safer Affordable Fuel -Efficient Vehicles Rule would maintain the CAFE and CO2 standards applicable in model year 2020 for model years 2021 through 2026. The estimated CAFE and CO2 standards for model year 2020 are 43.7 mpg and 204 grams of CO2 per mile for passenger cars and 31.3 mpg and 284 grams of CO2 per mile for light trucks, projecting an overall industry average of 37 mpg, as compared to 46.7 mpg under the standards issued in 2012.42
CARB. California Greenhouse Gas Emissions Inventory - 2022 Edition. https://www.arb.ca.gov/cc/inventory/data/data.htm as CARB. 2016 SIP Emission Projection Data. https://www.arb.ca.gov/app/emsinv/2017/emseic1_query.php?F_DIV=- 4&F_YR=2012&F_S EASO N=A&S P=S I P105ADJ &F_AREA=CA
US Energy Information Administration. Use of Energy in the United States Explained: Energy Use for Transportation. https://www.eia.gov/energyexplai ned/?page=us_energy_transportation https://www.eia.gov/tools/faqs/faq.php?id=23&t=10
41 https://www.nhtsa.gov/lawsregulations/corporate-average-fuel-economy . 42 National Highway Traffic Safety Administration (NHTSA) and U.S. Environmental Protection Agency (USEPA), 2018. Federal Register / Vol. 83, No. 165 / Friday, August 24, 2018 / Proposed Rules, The Safer Affordable Fuel -Efficient (SAFE) Vehicles Rule for Model Years 2021-2026 Passenger Cars and Light Trucks 2018. Available at: https://www.epa.gov/regulations-emissions-vehicles-and- engines/safer-affordable-fuel-efficient-safe-vehicles-final-rule. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 463 19669

Intermodal Surface transportation Efficiency Act of 1991 (ISTEA) The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) promoted the development of inter - modal transportation systems to maximize mobility as well as address national and local interests in air quality and energy. ISTEA contained factors that Metropolitan Planning Organizations (MPOs) were to address in developing transportation plans and programs, including some energy -related factors. To meet the new ISTEA requirements, MPOs adopted explicit policies defining the social, economic, energy, and environmental values guiding transportation decisions.

The Transportation Equity Act of the 21st Century (TEA -21) The Transportation Equity Act for the 21st Century (TEA -21) was signed into law in 1998 and builds upon the initiatives established in the ISTEA legislation, discussed above. TEA -21 authorizes highway, highway safety, transit, and other efficient surface transportation programs. TEA -21 continues the program structure established for highways and transit under ISTEA, such as flexibility in the use of funds, emphasis on measures to improve the environment, and focus on a strong planning process as the foundation of good transportation decisions. TEA -21 also provides for investment in research and its application to maximize the performance of the transportation system through, for example, deployment of Intelligent Transportation Systems, to help improve operations and management of transportation systems and vehicle safety.

State Regulations
Integrated Energy Policy Report (IEPR)
Senate Bill 1389 requires the California Energy Commission (CEC) to prepare a biennial integrated energy policy report that assesses major energy trends and issues facing the State's electricity, natural gas, and transportation fuel sectors and provides policy recommendations to conserve resources; protect the environment; ensure reliable, secure, and diverse energy supplies; enhance the state's economy; and protect public health and safety. The Energy Commission prepares these assessments and associated policy recommendations every two years, with updates in alternate years, as part of the Integrated Energy Policy Report.

The 2019 Integrated Energy Policy Report (2019 IEPR) was adopted February 20, 2020, and continues to work towards improving electricity, natural gas, and transportation fuel energy use in California. The 2019 IEPR focuses on a variety of topics such as decarbonizing buildings, integrating renewables, energy efficiency, energy equity, integrating renewable energy, updates on Southern California electricity reliability, climate adaptation activities for the energy sector, natural gas assessment, transportation energy demand forecast, and the California Energy Demand Forecast.43
State of California Energy Plan
The CEC is responsible for preparing the State Energy Plan, which identifies emerging trends related to energy supply, demand, conservation, public health and safety, and the maintenance of a healthy economy. The Plan calls for the state to assist in the transformation of the transportation system to improve air quality, reduce congestion, and increase the efficient use of fuel supplies with the least environmental and energy costs. To further this policy, the plan identifies a number of strategies, including assistance to public agencies and fleet operators and encouragement of urban designs that reduce vehicle miles traveled and accommodate pedestrian and bicycle access.
43 California Energy Commission. Final 2019 Integrated Energy Policy Report. February 20, 2020. https://www.energy.ca.gov/data- reports/reports/i ntegrated-energy-pol icy-report/2019-integrated-energy-pol icy -report gn±iri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 464 19669

California Building Standards Code (Title 24)
The California Building Standards Code Title 24 was previously discussed in Section 3 of this report.

California Building Energy Efficiency Standards (Title 24, Part 6) The California Building Energy Efficiency Standards for Residential and Nonresidential Buildings (California Code of Regulations, Title 24, Part 6) were adopted to ensure that building construction and system design and installation achieve energy efficiency and preserve outdoor and indoor environmental quality. The current California Building Energy Efficiency Standards (Title 24 standards) are the 2019 Title 24 standards, which became effective on January 1, 2020. The 2019 Title 24 standards include efficiency improvements to the lighting and efficiency improvements to the non-residential standards include alignment with the American Society of Heating and Air -Conditioning Engineers. For example, window operation is no longer a method allowed to meet ventilation requirements, continuous operation of central forced air system handlers used in central fan integrated ventilation system is not a permissible method of providing the dwelling unit ventilation airflow, and central ventilation systems that serve multiple dwelling units must be balanced to provide ventilation airflow to each dwelling unit. In addition, requirements for kitchen range hoods were also provided in the updated Section 120.1. Ventilation and Indoor Air Quality included both additions and revisions in the 2019 Code. This section now requires nonresidential and hotel/motel buildings to have air filtration systems that use forced air ducts to supply air to occupiable spaces to have air filters. Further, the air filter efficiency must be either MERV 13 or use a particle size efficiency rating specific in the Energy Code AND be equipped with air filters with a minimum 2 -inch depth or minimum 1 -inch depth if sized according to the equation 120.1- A. If natural ventilation is to be used the space must also use mechanical unless ventilation openings are either permanently open or controlled to stay open during occupied times.

New regulations were also adopted under Section 130.1 Indoor Lighting Controls. These included new exceptions being added for restrooms, the exception for classrooms being removed, as well as exceptions in regard to sunlight provided through skylights and overhangs.

All buildings for which an application for a building permit is submitted on or after January 1, 2020 must follow the 2019 standards. The 2016 residential standards were estimated to be approximately 28 percent more efficient than the 2013 standards, whereas the 2019 residential standards are estimated to be approximately 7 percent more efficient than the 2016 standards. Furthermore, once rooftop solar electricity generation is factored in, 2019 residential standards are estimated to be approximately 53 percent more efficient than the 2016 standards. Under the 2019 standards, nonresidential buildings are estimated to be approximately 30 percent more efficient than the 2016 standards. Energy efficient buildings require less electricity; therefore, increased energy efficiency reduces fossil fuel consumption and decreases greenhouse gas emissions.

The 2022 Building Energy Efficiency Standards became effective on January 1, 2023.44 The core focus of the building standards has been efficiency, but the 2019 Energy Code ventured into onsite generation by requiring solar PV on new homes, providing significant GHG savings. The 2022 update builds off this progress with expanded solar standards and the move to onsite energy storage that will help Californians save on utility bills while bolstering the grid. The 2022 Energy Code update focuses on four key areas in new construction of homes and businesses:
• Encouraging electric heat pump technology and use, which consumes less energy and produces fewer emissions than traditional HVACs and water heaters.
4 California Energy Commission (CEC). 2022. Building Energy Efficiency Standards. https://www.energy.ca.gov/programs-and- topics/programs/building-energy-efficiency-standards/2022-bui Idi ng-energy-efficiency. gn±iri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 4'65 19669

• Establishing electric -ready requirements when natural gas is installed, which positions owners to use cleaner electric heating, cooking and electric vehicle (EV) charging options whenever they choose to adopt those technologies.
• Expanding solar photovoltaic (PV) system and battery storage standards to make clean energy available onsite and complement the state's progress toward a 100 percent clean electricity grid. • Strengthening ventilation standards to improve indoor air quality.

The 2022 Energy Code affects homes by establishing energy budgets based on efficient heat pumps for space or water heating to encourage builders to install heat pumps over gas -fueled HVAC units; requiring homes to be electric -ready, with dedicated 240 -volt outlets and space (with plumbing for water heaters) so electric appliances can eventually replace installed gas appliances; increasing minimum kitchen ventilation requirements so that fans over cooktops have higher airflow or capture efficiency to better exhaust pollution from gas cooking and improve indoor air quality; and allowing exceptions to existing solar PV standards when roof area is not available (such as for smaller homes). In addition, the effect on businesses includes establishing combined solar PV and battery standards for select businesses with systems being sized to maximize onsite use of solar energy and avoid electricity demand during times when the grid must use gas -powered plants; establishing new efficiency standards for commercial greenhouses (primarily cannabis growing); and improving efficiency standards for building envelope, various internal systems, and grid integration equipment, such as demand -responsive controls to buoy grid stability.45,46 California Building Energy Efficiency Standards (Title 24, Part 11) The 2019 California Green Building Standards Code (California Code of Regulations, Title 24, Part 11), commonly referred to as the CALGreen Code, went into effect on January 1, 2020. The 2019 CALGreen Code includes mandatory measures for non-residential development related to site development; energy efficiency; water efficiency and conservation; material conservation and resource efficiency; and environmental quality.

As previously discussed in Section 3 of this report, the Department of Housing and Community Development (HCD) updated CALGreen through the 2019 Triennial Code Adoption Cycle. HCD modified the best management practices for stormwater pollution prevention adding Section 5.106.2 for projects that disturb one or more acres of land. This section requires projects that disturb one acre or more of land or less than one acre of land but are part of a larger common plan of development or sale must comply with the postconstruction requirement detailed in the applicable National Pollutant Discharge Elimination System (NPDES) General Permit for Stormwater Discharges Associated with Construction and Land Disturbance Activities issued by the State Water Resources Control Board. The NPDES permits require postconstruction runoff (post -project hydrology) to match the preconstruction runoff pre -project hydrology) with installation of postconstruction stormwater management measures.

HCD added sections 5.106.4.1.3 and 5.106.4.1.5 in regard to bicycle parking. Section 5.106.4.1.3 requires new buildings with tenant spaces that have 10 or more tenant -occupants, provide secure bicycle parking for 5 percent of the tenant -occupant vehicular parking spaces with a minimum of one bicycle parking facility. In addition, Section 5.106.4.1.5 states that acceptable bicycle parking facility for Sections 5.106.4.1.2 through

5.106.4.1.4 shall be convenient from the street and shall meeting one of the following: (1) covered, lockable enclosures with permanently anchored racks for bicycles; (2) lockable bicycle rooms with permanently anchored racks; or (3) lockable, permanently anchored bicycle lockers.

HCD amended section 5.1065.3.5 allowing future charging spaces to qualify as designated parking for clean air vehicles.
as https://www.lightnowblog.com/2021/08/california-energy-commission-adopts-2022-building-energy-efficiency-standards/ State of California Energy Commission. 2022 Building Energy Efficiency Standards Summary. https://www.energy.ca.gov/sites/defa u It/files/2021-08/CEC_2022_EnergyCodeU pdateSum mary_ADA. pdf TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 466 19669

HCD updated section 5.303.3.3 in regard to showerhead flow rates. This update reduced the flow rate to 1.8 GPM.

HCD amended section 5.304.1 for outdoor potable water use in landscape areas and repealed sections

5.304.2 and 5.304.3. The update requires nonresidential developments to comply with a local water efficient landscape ordinance or the current California Department of Water Resource's' Model Water Efficient Landscape Ordinance (MWELO), whichever is more stringent. Some updates were also made in regard to the outdoor potable water use in landscape areas for public schools and community colleges.

HCD updated Section 5.504.5.3 in regard to the use of MERV filters in mechanically ventilated buildings. This update changed the filter use from MERV 8 to MERV 13. MERV 13 filters are to be installed prior to occupancy, and recommendations for maintenance with filters of the same value shall be included in the operation and maintenance manual.

The 2022 California Green Building Standards Code became effective on January 1, 2023.47 In the 2022 Code, HCD amended Section 5.106.5.3 in regard to increasing the EV capable space percentages and adding a new requirement for installed Level 2 DCFC chargers.

HCD under Section 5.106.5.4 added new regulation for electric vehicle charging readiness requirements for new construction of warehouse, grocery stores, and retail stores with planned off-street loading spaces. 48 Senate BiII 100
Senate Bill 100 (SB 100) requires 100 percent of total retail sales of electricity in California to come from eligible renewable energy resources and zero -carbon resources by December 31, 2045. SB 100 was adopted September 2018.

The interim thresholds from prior Senate Bills and Executive Orders would also remain in effect. These include Senate Bill 1078 (SB 1078), which requires retail sellers of electricity, including investor -owned utilities and community choice aggregators, to provide at least 20 percent of their supply from renewable sources by 2017. Senate Bill 107 (SB 107) which changed the target date to 2010. Executive Order S-14-08, which was signed on November 2008 and expanded the State's Renewable Energy Standard to 33 percent renewable energy by 2020. Executive Order S-21-09 directed the CARB to adopt regulations by July 31, 2010 to enforce S-14-08. Senate Bill X1-2 codifies the 33 percent renewable energy requirement by 2020.

Senate Bill 350
As previously discussed in Section 3 of this report, Senate Bill 350 (SB 350) was signed into law October 7, 2015, SB 350 increases California's renewable electricity procurement goal from 33 percent by 2020 to 50 percent by 2030. This will increase the use of Renewables Portfolio Standard (RPS) eligible resources, including solar, wind, biomass, geothermal, and others. In addition, SB 350 requires the state to double statewide energy efficiency savings in electricity and natural gas end uses by 2030. To help ensure these goals are met and the greenhouse gas emission reductions are realized, large utilities will be required to develop and submit Integrated Resource Plans (IRPs). These IRPs will detail how each entity will meet their customers resource needs, reduce greenhouse gas emissions and ramp up the deployment of clean energy resources. 47 California Building Standards Commission (CBSC). 2022. California Green Building Standards.

Website: httos://codes.iccsafe.org/content/CAGBC2022P1. 48 https://www.dgs.ca.gov/BSC/Resources/2022-Title-24-California-Code-Changes gn±iri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 4'67 19669

Assembly Bill 32
As discussed in Section 3 of this report, in 2006 the California State Legislature adopted Assembly Bill 32 (AB 32), the California Global Warming Solutions Act of 2006. AB 32 requires CARB, to adopt rules and regulations that would achieve GHG emissions equivalent to statewide levels in 1990 by 2020 through an enforceable statewide emission cap which will be phased in starting in 2012. Emission reductions shall include carbon sequestration projects that would remove carbon from the atmosphere and best management practices that are technologically feasible and cost effective. Please see Section 43 for further detail on AB 32.

Assembly Bil/ 1493/Pavley Regulations
As discussed in Section 3 of this report, California Assembly Bill 1493 enacted on July 22, 2002, required CARB to develop and adopt regulations that reduce GHGs emitted by passenger vehicles and light duty trucks.

In 2005, the CARB submitted a "waiver" request to the EPA from a portion of the federal Clean Air Act in order to allow the State to set more stringent tailpipe emission standards for CO2 and other GHG emissions from passenger vehicles and light duty trucks. On December 19, 2007 the EPA announced that it denied the "waiver" request. On January 21, 2009, CARB submitted a letter to the EPA administrator regarding the State's request to reconsider the waiver denial. The EPA approved the waiver on June 30, 2009.

Executive Order S-1-07/Low Carbon Fuel Standard
As discussed in Section 3 of this report, Executive Order S-1-07 was issued in 2007 and proclaims that the transportation sector is the main source of GHG emissions in the State, since it generates more than 40 percent of the State's GHG emissions. It establishes a goal to reduce the carbon intensity of transportation fuels sold in the State by at least ten percent by 2020. This Order also directs CARB to determine whether this Low Carbon Fuel Standard (LCFS) could be adopted as a discrete early -action measure as part of the effort to meet the mandates in AB 32.

On April 23, 2009 CARB approved the proposed regulation to implement the low carbon fuel standard. The low carbon fuel standard is anticipated to reduce GHG emissions by about 16 MMT per year by 2020. The low carbon fuel standard is designed to provide a framework that uses market mechanisms to spur the steady introduction of lower carbon fuels. The framework establishes performance standards that fuel producers and importers must meet each year beginning in 2011. Separate standards are established for gasoline and diesel fuels and the alternative fuels that can replace each. The standards are "back -loaded", with more reductions required in the last five years, than during the first five years. This schedule allows for the development of advanced fuels that are lower in carbon than today's fuels and the market penetration of plug-in hybrid electric vehicles, battery electric vehicles, fuel cell vehicles, and flexible fuel vehicles. It is anticipated that compliance with the low carbon fuel standard will be based on a combination of both lower carbon fuels and more efficient vehicles.

Reformulated gasoline mixed with corn -derived ethanol at ten percent by volume and low sulfur diesel fuel represent the baseline fuels. Lower carbon fuels may be ethanol, biodiesel, renewable diesel, or blends of these fuels with gasoline or diesel as appropriate. Compressed natural gas and liquefied natural gas also may be low carbon fuels. Hydrogen and electricity, when used in fuel cells or electric vehicles are also considered as low carbon fuels for the low carbon fuel standard.

California Air Resources Board
CARB's Advanced Clean Cars Program
Closely associated with the Pavley regulations, the Advanced Clean Cars emissions control program was approved by CARB in 2012. The program combines the control of smog, soot, and GHGs with requirements for greater numbers of zero -emission vehicles for model years 2015-2025. The components of the Advanced Clean Cars program include the Low -Emission Vehicle (LEV) regulations that reduce criteria pollutants and gn±iri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 468 19669

GHG emissions from light- and medium -duty vehicles, and the Zero -Emission Vehicle (ZEV) regulation, which requires manufacturers to produce an increasing number of pure ZEVs (meaning battery electric and fuel cell electric vehicles), with provisions to also produce plug-in hybrid electric vehicles (PHEV) in the 2018 through 2025 model years.49
Airborne Toxic Control Measure to Limit Diesel -Fueled Commercial Motor Vehicle Idling The Airborne Toxic Control Measure to Limit Diesel -Fueled Commercial Motor Vehicle Idling (Title 13, California Code of Regulations, Division 3, Chapter 10, Section 2435) was adopted to reduce public exposure to diesel particulate matter and other air contaminants by limiting the idling of diesel -fueled commercial motor vehicles. This section applies to diesel -fueled commercial motor vehicles with gross vehicular weight ratings of greater than 10,000 pounds that are or must be licensed for operation on highways. Reducing idling of diesel -fueled commercial motor vehicles reduces the amount of petroleum -based fuel used by the vehicle.

Regulation to Reduce Emissions of Diesel Particulate Matter, Oxides of Nitrogen, and other Criteria Pollutants, form In -Use Heavy -Duty Diesel -Fueled Vehicles
The Regulation to Reduce Emissions of Diesel Particulate Matter, Oxides of Nitrogen and other Criteria Pollutants, from In -Use Heavy -Duty Diesel -Fueled Vehicles (Title 13, California Code of Regulations, Division 3, Chapter 1, Section 2025) was adopted to reduce emissions of diesel particulate matter, oxides of nitrogen (NOx) and other criteria pollutants from in -use diesel -fueled vehicles. This regulation is phased, with full implementation by 2023. The regulation aims to reduce emissions by requiring the installation of diesel soot filters and encouraging the retirement, replacement, or repower of older, dirtier engines with newer emission- controlled models. The newer emission -controlled models would use petroleum -based fuel in a more efficient manner.

Sustainable Communities Strategy
The Sustainable Communities and Climate Protection Act of 2008, or Senate Bill 375 (SB 375), coordinates land use planning, regional transportation plans, and funding priorities to help California meet the GHG reduction mandates established in AB 32.

As previously stated in Section 3 of this report, Senate Bill 375 (SB 375) was adopted September 2008 and aligns regional transportation planning efforts, regional GHG emission reduction targets, and land use and housing allocation. SB 375 requires Metropolitan Planning Organizations (MPO) to adopt a sustainable communities strategy (SCS) or alternate planning strategy (APS) that will prescribe land use allocation in that MPOs Regional Transportation Plan (RTP). CARB, in consultation with each MPO, will provide each affected region with reduction targets for GHGs emitted by passenger cars and light trucks in the region for the years 2020 and 2035. These reduction targets will be updated every eight years but can be updated every four years if advancements in emissions technologies affect the reduction strategies to achieve the targets. CARB is also charged with reviewing each MPO's sustainable communities strategy or alternate planning strategy for consistency with its assigned targets.

The proposed project is located within the Southern California Association of Governments (SCAG) jurisdiction, which has authority to develop the SCS or APS. For the SCAG region, the targets set by CARB are at eight percent below 2005 per capita GHG emissions levels by 2020 and 19 percent below 2005 per capita GHG emissions levels by 2035. These reduction targets became effective October 2018. 49 California Air Resources Board, California's Advanced Clean Cars Program, January 18, 2017. www.arb.ca.gov/msprog/acc/acc.htm .

TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 4'69 19669

PROJECT ENERGY DEMANDS AND ENERGY EFFICIENCY MEASURES
Evaluation Criteria
In compliance with Appendix G of the State CEQA Guidelines, this report analyzes the project's anticipated energy use to determine if the project would:
• Result in potentially significant environmental impact due to wasteful, inefficient, or unnecessary consumption of energy resources, during project construction or operation; or • Conflict with or obstruct a state or local plan for renewable energy or energy efficiency.

In addition, Appendix F of the State CEQA Guidelines states that the means of achieving the goal of energy conservation includes the following:
• Decreasing overall per capita energy consumption;
• Decreasing reliance on fossil fuels such as coal, natural gas and oil; and • Increasing reliance on renewable energy sources.

Methodology
Information from the CaIEEMod 2022.1.1.20 Output contained in Appendix B, utilized for air quality and greenhouse gas analyses in Sections 2 and 3 of this report, were also utilized for this analysis. The CaIEEMod outputs detail project related construction equipment, transportation energy demands, and facility energy demands.

Construction Energy Demands
The construction of the project is anticipated to occur between the beginning of January 2025 and the beginning of February 2026, and be completed in one phase. Staging of construction vehicles and equipment will occur on -site. The approximately thirteen -month schedule is relatively short, and the project site is approximately 4.37 net acres.

Construction Equipment Electricity Usage Estimates
As stated previously, electrical service will be provided by Imperial Irrigation District. The focus within this section is the energy implications of the construction process, specifically the power cost from on -site electricity consumption during construction of the proposed project. Based on the 2021 National Construction Estimator, Richard Pray (2021)5°, the typical power cost per 1,000 square feet of building construction per month is estimated to be $2.37. The project plans to develop the site with nine single-family residential lots, which per CaIEEMod defaults would total approximately 17,550 square feet. Based on Table 15, the total power cost of the on -site electricity usage during the construction of the proposed project is estimated to be approximately $540.72. Furthermore, IID's General Service rate is approximately $0.12 per kWh of electricity.51 As shown in Table 15, the total electricity usage from project construction related activities is estimated to be approximately 4,625 kWh.
s° Pray, Richard. 2021 National Construction Estimator. Carlsbad: Craftsman Book Company, 2021. 51 Assumes the project will be under the Schedule D - Residential Service rate under IID. https://www.iid.com/energy/rates- regulations/rates
gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 470 19669

Construction Equipment Fuel Estimates
Fuel consumed by construction equipment would be the primary energy resource expended over the course of project construction. Fuel consumed by construction equipment was evaluated with the following assumptions:
• Construction schedule of 13 months
• All construction equipment was assumed to run on diesel fuel • Typical daily use of 8 hours, with some equipment operating from —6-7 hours • Aggregate fuel consumption rate for all equipment was estimated at 18.5 hp-hr/gallon (from CARB's 2017 Emissions Factors Tables and fuel consumption rate factors as shown in Table D-21 of the Moyer Guidelines: ( https://www.arb.ca.gov/msprog/moyer/guidelines/2017g1/2017_gl_appendix_d.pdf) . • Diesel fuel would be the responsibility of the equipment operators/contractors and would be sources within the region.
• Project construction represents a "single -event" for diesel fuel demand and would not require on -going or permanent commitment of diesel fuel resources during long term operation.

Using the CaIEEMod data input for the air quality and greenhouse gas analyses (Sections 2 and 3 of this report), the project's construction phase would consume electricity and fossil fuels as a single energy demand, that is, once construction is completed their use would cease. CARB's 2017 Emissions Factors Tables show that on average aggregate fuel consumption (gasoline and diesel fuel) would be approximately 18.5 hp -hr -gal.

Table 16 shows the results of the analysis of construction equipment.

As presented in Table 16, project construction activities would consume an estimated 30,759 gallons of diesel fuel. As stated previously, project construction would represent a "single -event" diesel fuel demand and would not require on -going or permanent commitment of diesel fuel resources for this purpose.

Construction Worker Fuel Estimates
It is assumed that construction worker trips are from light duty autos (LDA), light duty truck 1 (LDT1), and light duty truck 2 (LDT2) at a mix of 25 percent/50 percent/25 percent, respectively, along area roadways.52 With respect to estimated VMT, the construction worker trips would generate an estimated 28,433 VMT.

Data regarding project related construction worker trips were based on CaIEEMod 2022.1.1.20 model defaults.

Vehicle fuel efficiencies for construction workers were estimated in the air quality and greenhouse gas analyses (Sections 2 and 3 of this report) using information generated using CARB's 2021 EMFAC model. An aggregate fuel efficiency of 26 miles per gallon (mpg) was used to calculate vehicle miles traveled for construction worker trips. Table 17 shows that an estimated 1,069 gallons of fuel would be consumed for construction worker trips.

Construction Vendor/Hauling Fuel Estimates
Tables 18 and 19 show the estimated fuel consumption for vendor and hauling during building construction and grading. With respect to estimated VMT, the vendor and hauling trips would generate an estimated 2,512 VMT. Data regarding project related construction worker trips were based on CaIEEMod 2022.1.1.20 model defaults.

For the architectural coatings it is assumed that the contractors would be responsible for bringing coatings and equipment with them in their light duty vehicles. Therefore, vendors delivering construction material or 52 CaIEEMod User's Guide Appendix C (April 2022) states that construction work trips are made by a fleet consisting of 25 percent light -duty auto (or passenger car), 50 percent light -duty truck type 1 (LDT1), and 25 percent light duty truck type 2 (LDT2). gn±iri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 471 19669

hauling debris from the site during building construction would use medium to heavy duty vehicles with an average fuel consumption of 7.87 mpg for medium heavy-duty trucks and 6.15 mpg for heavy heavy-duty trucks (see Appendix B for details).53 Tables 18 and 19 show that an estimated 364 gallons of fuel would be consumed for vendor and hauling trips.

Construction Energy Efficiency/Conservation Measures
Construction equipment used over the approximately thirteen -month construction phase would conform to CARB regulations and California emissions standards and is evidence of related fuel efficiencies. There are no unusual project 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 construction of the project would therefore not result in inefficient wasteful, or unnecessary consumption of fuel.

The project would utilize construction contractors which practice compliance 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 these measures would result in a more efficient use of construction -related energy and would minimize or eliminate 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.

Additionally, as required by California Code of Regulations Title 13, Motor Vehicles, section 2449(d)(3) Idling, limits idling times of construction vehicles to no more than five minutes, thereby minimizing or eliminating unnecessary and wasteful consumption of fuel due to unproductive idling of construction equipment.

Enforcement of idling limitations is realized through periodic site inspections conducted by City building officials, and/or in response to citizen complaints.

Therefore, as the project's construction is required to comply with CARB regulations and does not include the need of construction processes that would require the use of equipment that is more energy efficient, the proposed project annual construction related fuel consumption would not be considered significant.

Operational Energy Demands
Energy consumption in support of or related to project operations would include transportation energy demands (energy consumed by employee and patron vehicles accessing the project site) and facilities energy demands (energy consumed by building operations and site maintenance activities).

Transportation Fuel Consumption
Using the CaIEEMod output from the air quality and greenhouse gas analyses (Sections 2 and 3 of this report), it is assumed that an average trip for autos was assumed to be 8.46 miles and light, medium and 3- 4 -axle trucks were assumed to travel an average of 28.25 miles.54 As the project includes the development of the site with residential uses, which are frequently utilized on weekends, and in order to present a worst -case scenario, it was assumed that vehicles would operate 365 days per year. Table 20 shows the estimated annual fuel consumption for all classes of vehicles from autos to heavy -heavy trucks.55 ss CaIEEMod User's Guide Appendix C (April 2022) states that vendor trips are made by a fleet consisting of 50 percent medium trucks (MHDT) and 50 percent heavy trucks (HHDT) and that hauling and onsite truck trips are made by a fleet consisting of 100 percent HHDT.
54 CaIEEMod default distance for H -W (home -work) is 28.25 miles; 8.46 miles for H -S (home -shop); and 7.47 miles for H -O (home - other).
ss Average fuel economy based on aggregate mileage calculated in EMFAC 2021 for opening year (2026). See Appendix B for EMFAC output.
gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 472 19669

The proposed project would generate approximately 85 trips per weekday.56 The vehicle fleet mix was used from the CaIEEMod output. Table 20 shows that an estimated 21,638 gallons of fuel would be consumed per year for the operation of the proposed project.

As shown in the trip generation provided by ITE, the trip generation generated by the proposed project is consistent with other similar residential uses of similar scale and configuration as reflected respectively in either the Institute of Transportation Engineers (ITE) Trip Generation Manual (11th Edition, 2021) and/or surveys, etc. That is, the proposed project does not propose uses or operations that would inherently result in excessive and wasteful vehicle trips and VMT, nor associated excess and wasteful vehicle energy consumption. Furthermore, the state of California consumed approximately 4.2 billion gallons of diesel and

15.1 billion gallons of gasoline in 2015.57.58 Therefore, the increase in fuel consumption from the proposed project is insignificant in comparison to the State's demand. Therefore, project transportation energy consumption would not be considered inefficient, wasteful, or otherwise unnecessary.

Facility Energy Demands (Electricity and Natural Gas)
Building operation and site maintenance (including landscape maintenance) would result in the consumption of electricity (provided by Imperial Irrigation District) and natural gas (provided by Southern California Gas Company). The annual natural gas and electricity demands were provided per the CalEEMod output from the air quality and greenhouse gas analyses (Sections 2 and 3 of this report) and are provided in Table 21.

As shown in Table 21, the estimated electricity demand for the proposed project is approximately 84,053 kWh per year. In 2022, the residential sector of the County of Riverside consumed approximately 9,061 million kWh of electricity.59 In addition, the estimated natural gas consumption for the proposed project is approximately 320,079 kBTU per year. In 2022, the residential sector of the County of Riverside consumed approximately 284 million therms of gas_6o,61 Therefore, the increase in both electricity and natural gas demand from the proposed project is insignificant compared to the County's 2022 residential a sector demand.

Energy use in buildings is divided into energy consumed by the built environment and energy consumed by uses that are independent of the construction of the building such as in plug-in appliances. In California, the California Building Standards Code Title 24 governs energy consumed by the built environment, mechanical systems, and some types of fixed lighting. Non -building energy use, or "plug-in" energy use can be further subdivided by specific end -use (refrigeration, cooking, appliances, etc.). The proposed project would be required to comply with Title 24 standards.

Furthermore, the proposed project energy demands in total would be comparable to other residential projects of similar scale and configuration. Therefore, the project facilities energy demands, and energy consumption would not be considered inefficient, wasteful, or otherwise unnecessary.

RENEWABLE ENERGY AND ENERGY EFFICIENCY PLAN CONSISTENCY Regarding federal transportation regulations, the project site is located in an already developed area. Access to/from the project site is from existing roads. These roads are already in place so the project would not 56 As the proposed project is to screen out from requiring a project specific traffic study, the Institute of Transportation Engineers (ITE) 11th Edition Trip Generation Manual (2021) rates for single-family housing (ITE 210) were utilized to model the proposed project.

Per the use of the ITE trip generation rates and as shown in the CaIEEMod output provided in Appendix B of this report, the project is anticipated to generate 85 vehicle trips per weekday. 57 https://www.energy.ca.gov/data-reports/energy-almanac/transportation-energy/california-gasoline-data-facts-and-statistics sa https://www.energy.ca.gov/data-reports/energy-almanac/transportation-energy/diesel-fuel-data-facts-and-statistics 59 California Energy Commission, Electricity Consumption by County. https://ecdms.energy.ca.gov/elecbycounty.aspx 6o California Energy Commission, Gas Consumption by County. http://ecdms.energy.ca.gov/gasbycounty.aspx 61 1 kBTU = 1,000 BTU and 1 therm = 100,000 BTU; therefore, 1 therm = 100 kBTU. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 473 19669

interfere with, nor otherwise obstruct intermodal transportation plans or projects that may be proposed pursuant to the ISTEA because SCAG is not planning for intermodal facilities in the project area.

Regarding the State's Energy Plan and compliance with Title 24 CCR energy efficiency standards, the applicant is required to comply with the California Green Building Standard Code requirements for energy efficient buildings and appliances as well as utility energy efficiency programs implemented by Imperial Irrigation District and Southern California Gas Company.

Regarding Pavley (AB 1493) regulations, an individual project does not have the ability to comply or conflict with these regulations because they are intended for agencies and their adoption of procedures and protocols for reporting and certifying GHG emission reductions from mobile sources. However, the vehicles associated with the proposed project would be required to comply with federal and state fuel efficiency standards.

Regarding the State's Renewable Energy Portfolio Standards, the project would be required to meet or exceed the energy standards established in the California Green Building Standards Code, Title 24, Part 11 (CALGreen). CAL Green Standards require that new buildings reduce water consumption, employ building commissioning to increase building system efficiencies, divert construction waste from landfills, and install low pollutant -emitting finish materials.

As shown in Section 3 above, the proposed project would be consistent with the goals of the City's Sustainability Plan and Energy Action Plan and the CARB Scoping Plan.

CONCLUSIONS
As supported by the preceding analyses, project construction and operations would not result in the inefficient, wasteful or unnecessary consumption of energy. The proposed project does not include any unusual project characteristics or construction processes that would require the use of equipment that would be more energy intensive than is used for comparable activities and is a residential project that is not proposing any additional features that would require a larger energy demand than other residential projects of similar scale and configuration. The energy demands of the project are anticipated to be accommodated within the context of available resources and energy delivery systems. The project would therefore not cause or result in the need for additional energy producing or transmission facilities. The project would not engage in wasteful or inefficient uses of energy and aims to achieve energy conservations goals within the State of California.

Notwithstanding, the project proposes residential uses and will not have any long-term effects on an energy provider's future energy development or future energy conservation strategies. gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 474 19669

Table 13
Total Electricity System Power (California 2021)
Fuel Type
California In-
State
Generation
(GWh)
Percent of
California In-
State
Generation
Northwest
Imports
(GWh)
Southwest
Imports
(GWh)
Total
Imports
(GWh)
Percent of
Imports
Total
California
Energy Mix
(GWh)
Total
California
Power Mix
Coal
303

0.20%
181
7,788
7,969

9.50%
8,272

3.00%
Natural Gas
97,431

50.20%
45 7,880
7,925

9.50%
105,356

37.90%
Oil
37 0.00%
-
-
-

0.00%
37 0.00%
Other (Waste Heat/Petroleum Coke)
382

0.20%
68 15
83 0.10%
465

0.20%
Nuclear
16,477

8.50%
524
8756
9281

11.10%
25,758

9.30%
Large Hydro
12,036

6.20%
12,042
1,578
13,620

16.30%
25,656

9.20%
Unspecified Sources of Power
-

0.00%
8,156
10,731
18,887

22.60%
18,887

6.80%
Renewables
Biomass
Geothermal
Small Hydro
Solar
Wind
67,461

34.80%
11,555
14,317
25,872

30.90%
93,333

33.60%
5,381

2.80%
864
26 890

1.10%
6,271

2.30%
11,116

5.70%
192
1,906
2,098

2.50%
13,214

4.80%
2,531

1.30%
304
1 304

0.40%
2,835

1.00%
33,260

17.10%
220
5,979
6,199

7.40%
39,458

14.20%
15,173

7.80%
9,976
6,405
16,381

19.60%
31,555

11.40%
Total
194,127
100%
32,572
51,064
83,636
100%
277,764
100%
Notes:
(1) Source: California Energy Commission. 2021 Total System Electric Generation. https://www.energy.ca.gov/data-reports/energy-almanac/california- electric ity-data/2021-tota I -system -electric -generation gmdii
475
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

Table 14
IID 2021 Power Content Mix
Energy Resources
2021 SCE Power Mix
Eligible Renewable

40.0%
Biomass & Biowaste

8.8%
Geothermal

12.1%
Eligible Hydroelectric

6.9%
Solar

12.3%
Wind

0.0%
Coal

0.0%
Large Hydroelectric

4.8%
Natural Gas

35.6%
Nuclear

3.5%
Other

0.0%
Unspecified Sources of power*

16.1%
Total
100%
Notes:
(1) https://www.iid.com/energyfrenewable-energy/power-content-label * Unspecified sources of power means electricity from transactions that are not traceable to specific generation sources.
gmdii
476
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

Table 15
Project Construction Power Cost and Electricity Usage
Power Cost
(per 1,000 square foot of
building per month of
construction)
Total Building Size
(1,000 Square Foot)1
Construction Duration
(months)
Total Project Construction
Power Cost
$2.37

17.550
13 $540.72
Cost per kWh2
Total Project Construction Electricity Usage (kWh)
$0.12
4,625
Notes:
(1) CaIEEMod default square footage for the project is 17,550 square feet. (2) Assumes the project will be under the Schedule D - Residential Service rate under IID. https://www.iid.com/energy/rates-regulations/rates
gmdii
477
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

Table 16
Construction Equipment Fuel Consumption Estimates
Phase
Number
of Days
Offroad Equipment Type
Amount
Usage
Hours
Horse Power
Load Factor
HP hrs/day
Total Fuel
Consumption
(gal diesel fuel)1
Demolition
20 Concrete/Industrial Saw
1 8
33 0.73
193
208
20 Excavators
3 8
36 0.38
328
355
20 Rubber Tired Dozers
2 8
367

0.4 2,349
2,539
Grading
8 Excavators
1 8
36 0.38
109
47 8
Graders
1 8
148

0.41 485
210
8 Rubber Tired Dozers
1 8
367

0.4 1,174
508
8 Tractors/Loaders/Backhoes
3 8
84 0.37
746
323
Building Construction
230
Cranes
1 7
367

0.29 745
9,262
230
Forklifts
3 8
82 0.2
394
4,893
230
Generator Sets
1 8
14 0.74
83 1,030
230
Tractors/Loaders/Backhoes
3 7
84 0.37
653
8,114
230
Welders
1 8
46 0.45
166
2,059
Paving
18 Cement and Mortar Mixers
2 6
10 0.56
67 65
18 Pavers
1 8
81 0.42
272
265
18 Paving Equipment
2 6
89 0.36
384
374
18 Rollers
2 6
36 0.38
164
160
18 Tractors/Loaders/Backhoes
1 8
84 0.37
249
242
Architectural Coating
18 Air Compressors
1 6
37 0.48
107
104
CONSTRUCTION FUEL DEMAND gallons of diesel fuel)
30,759
Notes:
(1) Using Carl Moyer Guidelines Table D-21. Fuel consumption rate factors (bhp-hr/gal) for engines less than 750 hp. (Source: https://www.arb.ca.gov/msprog/moyer/guidelines/2017gI/2017_gl_appendix_d.pdf) gmdii
478
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

Table 17
Construction Worker Fuel Consumption Estimates
Phase
Number of Days
Worker
Trips/Day
Trip Length
(miles)
Vehicle Miles
Traveled
Average Vehicle
Fuel Economy
(mpg)
Estimated Fuel
Consumption
(gallons)
Demolition
20 15

18.5 5550

26.6 209
Grading
8 15

18.5 2,220

26.6 84
Building Construction
230

3.24 18.5
13,786

26.6 519
Paving
18 20

18.5 6,660

26.6 251
Architectural Coating
18 0.65

18.5 216

26.6 8
Total Construction Worker Fuel Consumption
1,069
Notes:
(1) Assumptions for the worker trip length and vehicle miles traveled are consistent with CaIEEMod 2022.1.1.20 defaults. (2) Per CaIEEMod User's Guide Appendix C (April 2022), CaIEEMod assumes that construction work trips are made by a fleet consisting of 25 percent light -duty auto (or passenger car), 50 percent light -duty truck type 1 (LDT1), and 25 percent light duty truck type 2 (LDT2). gmdii
479
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

Table 18
Construction Vendor Fuel Consumption Estimates (MHD & HHD Trucks) Phase
Number of Days
Vendor
Trips/Day
Trip Length
(miles)
Vehicle Miles
Traveled
Average Vehicle
Fuel Economy
(mpg)
Estimated Fuel
Consumption
(gallons)
Demolition
20 0

10.2 0

7.0 0
Grading
8 0

10.2 0

7.0 0
Building Construction
230

0.96 10.2
2,252

7.0 321
Paving
18 0
102
0 7.0
0 Architectural Coating
18 0
102
0 7.0
0 Total Construction Vendor Fuel Consumption
321
Notes:
(1) Assumptions for the vendor trip length and vehicle miles traveled are consistent with CaIEEMod 2022.1.1.20 defaults. (2) Per CaIEEMod User's Guide Appendix C (April 2022), CaIEEMod assumes vendor trips are made by a fleet consisting of 50 percent medium trucks (MHDT) and 50 percent heavy trucks (HHDT). gmdii
480
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

Table 19
Construction Hauling Fuel Consumption Estimates (HHD Trucks) Phase
Number of Days
Hauling
Trips/Day
Trip Length
(miles)
Vehicle Miles
Traveled
Average Vehicle
Fuel Economy
(mpg)
Estimated Fuel
Consumption
(gallons)
Demolition
20 0.65
20 260

6.2 42
Grading
8 0
20 0

6.2 0
Building Construction
230
0 20
0 6.2
0 Paving
18 0
20 0

6.2 0
Architectural Coating
18 0
20 0

6.2 0
Total Construction Hauling Fuel Consumption
42 Notes:
(1) Assumptions for the hauling trip length and vehicle miles traveled are consistent with CaIEEMod 2022.1.1.20 defaults. gmdii
481
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

Table 20
Estimated Vehicle Operations Fuel Consumption
Vehicle Type
Vehicle Mix
Number of
Vehicles
Average Trip
(miles)1
Daily VMT
Average Fuel
Economy
(mpg)2
Total Gallons
per Day
Total Annual Fuel
Consumption
(gallons)
Light Auto
Automobile
40 8.46
338

33.51 10.10
3,686
Light Truck
Automobile
3 28.25
85 25.58

3.31 1,209
Light Truck
Automobile
20 28.25
565

25.64 22.04
8,043
Light Heavy Truck
2 -Axle Truck
2 28.25
57 16.47

3.43 1,252
Light Heavy Truck 10,000 Ibs +
2 -Axle Truck
1 28.25
28 15.61

1.81 661
Motorcycle
Automobile
2 8.46
17 41.79

0.40 148
Medium Truck
Automobile
14 8.46
118

21.01 5.64
2,058
Motor Home
--
0 8.46
0 5.78

0.00 0
Medium Heavy Truck
3 -Axle Truck
1 28.25
28 8.01

3.53 1,287
Other Bus
--
0 8.46
0 6.29

0.00 0
School Bus
0 8.46
0 6.55

0.00 0
Urban Bus
--
0 8.46
0 3.53

0.00 0
Heavy Heavy Truck
4 -Axle Truck
2 28.25
57 6.26

9.03 3,294
Total
85 --

1.293
-

59.28 --
Total Annual Fuel Consumption
21,638
Notes:
(1) Based on the size of the site and relative location, trips were assumed to be local rather than region iI. (2) Based on EMFAC2021 emission rates for opening year of 2026. gmdii
482
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

Table 21
Project Annual Operational Energy Demand Summary
Natural Gas Demand
kBTU/year
Single -Family Residential
320,079
Total
320,079
Electricity Demand
kWh/year
Single -Family Residential
84,053
Total
84,053
Notes:
(1) Taken from the CaIEEMod 2022.1.1.20 output (Appendix B of this report). g31dJii
483
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

6. EMISSION REDUCTION MEASURES

CONSTRUCTION MEASURES
Adherence to SCAQMD Rules 403 and 403.1 is required and the project will be required to obtain and prepare a Fugitive Dust Control Plan.

No construction mitigation is required.

OPERATIONAL MEASURES
No operational mitigation is required.

TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 484 19669

7. REFERENCES
California Air Resources Board
2008 Resolution 08-43
2008 Recommended Approaches for Setting Interim Significance Thresholds for Greenhouse Gases under the California Environmental Quality Act
2008 Climate Change Scoping Plan, a framework for change. 2011 Supplement to the AB 32 Scoping Plan Functional Equivalent Document 2013 Almanac of Emissions and Air Quality.

Source: https://www.arb.ca.gov/aqd/almanac/almanacl3/almanacl3.htm 2014 First Update to the Climate Change Scoping Plan, Building on the Framework Pursuant to AB32, the California Global Warming Solutions Act of 2006. May.
2017 California's 2017 Climate Change Scoping Plan. November. 2022 2022 Scoping Plan for Achieving Carbon Neutrality. November 16. 2023 Historical Air Quality, Top 4 Summary
City of Rancho Mirage
2017 City Rancho Mirage General Plan 2017 Update. November. 2013 Rancho Mirage Sustainability Plan. March.
2013 Rancho Mirage Energy Action Plan. March.

Governor's Office of Planning and Research
2008 CEQA and Climate: Addressing Climate Change Through California Environmental Quality Act (CEQA) Review
2018 CEQA Guideline Sections to be Added or Amended
Intergovernmental Panel on Climate Change (IPCC)
2014 IPCC Fifth Assessment Report, Climate Change 2014: Synthesis Report Office of Environmental Health Hazard Assessment
2015 Air Toxics Hot Spots Program Risk Assessment Guidelines South Coast Air Quality Management District
1993 CEQA Air Quality Handbook
2005 Rule 403 Fugitive Dust
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 485 19669

2007 2007 Air Quality Management Plan
2008 Final Localized Significance Threshold Methodology, Revised 2012 Final 2012 Air Quality Management Plan
2016 2016 Air Quality Management Plan
2022 2022 Air Quality Management Plan. December 2.

Southern California Association of Governments
2020 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy U.S. Environmental Protection Agency (EPA)
2017 Understanding Global Warming Potentials
(Source: https://www.epa.gov/ghgemissions/understanding-global-warming-potentials) U.S. Geological Survey
2011 Reported Historic Asbestos Mines, Historic Asbestos Prospects, and Other Natural Occurrences of Asbestos in California
gmdiri
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 486 19669

APPENDICES
Appendix A Glossary
Appendix B CalEEMod Model Detailed Report and EMFAC Data gmdiri
4,07
TTM 38636
Air Quality, Global Climate Change, and Energy Impact Analysis 19669

APPENDIX A

GLOSSARY
488

AQMP
BACT
CAAQS
CalEPA
CARB
CCAA
CCAR
CEQA
CFCs
CH4
CNG
CO
CO2
CO2e
DPM
EPA
GHG
GWP
HIDPM
HFCs
IPCC
LCFS
LST
MTCO2e
M MTCO2e
MPO
NAAQS
NOx
NO2
N2O
03 OPR
PFCs
PM
PM10
PM2.5
PMI
PPM
PPB
RTIP
RTP
SANBAG
SCAB
SCAG
SCAQMD
SSAB
SFe
SIP
SOx
TAC
VOC
Air Quality Management Plan
Best Available Control Technologies
California Ambient Air Quality Standards
California Environmental Protection Agency
California Air Resources Board
California Clean Air Act
California Climate Action Registry
California Environmental Quality Act
Chlorofluorocarbons
Methane
Compressed natural gas
Carbon monoxide
Carbon dioxide
Carbon dioxide equivalent
Diesel particulate matter
U.S. Environmental Protection Agency
Greenhouse gas
Global warming potential
Hazard Index Diesel Particulate Matter
Hydrofluorocarbons
International Panel on Climate Change
Low Carbon Fuel Standard
Localized Significant Thresholds
Metric tons of carbon dioxide equivalent
Million metric tons of carbon dioxide equivalent
Metropolitan Planning Organization
National Ambient Air Quality Standards
Nitrogen Oxides
Nitrogen dioxide
Nitrous oxide
Ozone
Governor's Office of Planning and Research
Perfluorocarbons
Particle matter
Particles that are less than 10 micrometers in diameter Particles that are less than 2.5 micrometers in diameter Point of maximum impact
Parts per million
Parts per billion
Regional Transportation Improvement Plan
Regional Transportation Plan
San Bernardino Association of Governments
South Coast Air Basin
Southern California Association of Governments
South Coast Air Quality Management District
Salton Sea Air Basin
Sulfur hexafluoride
State Implementation Plan
Sulfur Oxides
Toxic air contaminants
Volatile organic compounds
4,$9

APPENDIX B

CALEEMOD MODEL DETAILED REPORT AND EMFAC DATA
4A9,0

19669 TTM38636 Detailed Report, 10/3/2023
19669 TTM38636 Detailed Report
Table of Contents

1. Basic Project Information

1.1. Basic Project Information

1.2. Land Use Types

1.3. User -Selected Emission Reduction Measures by Emissions Sector

2. Emissions Summary

2.1. Construction Emissions Compared Against Thresholds

2.2. Construction Emissions by Year, Unmitigated

2.4. Operations Emissions Compared Against Thresholds

2.5. Operations Emissions by Sector, Unmitigated

3. Construction Emissions Details

3.1. Demolition (2025) - Unmitigated

3.3. Grading (2025) - Unmitigated

3.5. Building Construction (2025) - Unmitigated

3.7. Paving (2025) - Unmitigated
4,p4,1

19669 TTM38636 Detailed Report, 10/3/2023

3.9. Paving (2026) - Unmitigated

3.11. Architectural Coating (2026) - Unmitigated

4. Operations Emissions Details

4.1. Mobile Emissions by Land Use

4.1.1. Unmitigated

4.2. Energy

4.2.1. Electricity Emissions By Land Use - Unmitigated

4.2.3. Natural Gas Emissions By Land Use - Unmitigated

4.3. Area Emissions by Source

4.3.1. Unmitigated

4.4. Water Emissions by Land Use

4.4.1. Unmitigated

4.5. Waste Emissions by Land Use

4.5.1. Unmitigated

4.6. Refrigerant Emissions by Land Use

4.6.1. Unmitigated

4.7. Offroad Emissions By Equipment Type
Apg

19669 TTM38636 Detailed Report, 10/3/2023

4.7.1. Unmitigated

4.8. Stationary Emissions By Equipment Type

4.8.1. Unmitigated

4.9. User Defined Emissions By Equipment Type

4.9.1. Unmitigated

4.10. Soil Carbon Accumulation By Vegetation Type

4.10.1. Soil Carbon Accumulation By Vegetation Type - Unmitigated

4.10.2. Above and Belowground Carbon Accumulation by Land Use Type - Unmitigated

4.10.3. Avoided and Sequestered Emissions by Species - Unmitigated

5. Activity Data

5.1. Construction Schedule

5.2. Off -Road Equipment

5.2.1. Unmitigated

5.3. Construction Vehicles

5.3.1. Unmitigated

5.4. Vehicles

5.4.1. Construction Vehicle Control Strategies
44 19669 TTM38636 Detailed Report, 10/3/2023

5.5. Architectural Coatings

5.6. Dust Mitigation

5.6.1. Construction Earthmoving Activities

5.6.2. Construction Earthmoving Control Strategies

5.7. Construction Paving

5.8. Construction Electricity Consumption and Emissions Factors

5.9. Operational Mobile Sources

5.9.1. Unmitigated

5.10. Operational Area Sources

5.10.1. Hearths

5.10.1.1. Unmitigated

5.10.2. Architectural Coatings

5.10.3. Landscape Equipment

5.11. Operational Energy Consumption

5.11.1. Unmitigated

5.12. Operational Water and Wastewater Consumption

5.12.1. Unmitigated
4$P4

19669 TTM38636 Detailed Report, 10/3/2023

5.13. Operational Waste Generation

5.13.1. Unmitigated

5.14. Operational Refrigeration and Air Conditioning Equipment

5.14.1. Unmitigated

5.15. Operational Off -Road Equipment

5.15.1. Unmitigated

5.16. Stationary Sources

5.16.1. Emergency Generators and Fire Pumps

5.16.2. Process Boilers

5.17. User Defined

5.18. Vegetation

5.18.1. Land Use Change

5.18.1.1. Unmitigated

5.18.1. Biomass Cover Type

5.18.1.1. Unmitigated

5.18.2. Sequestration

5.18.2.1. Unmitigated

19669 TTM38636 Detailed Report, 10/3/2023

6. Climate Risk Detailed Report

6.1. Climate Risk Summary

6.2. Initial Climate Risk Scores

6.3. Adjusted Climate Risk Scores

6.4. Climate Risk Reduction Measures

7. Health and Equity Details

7.1. CalEnviroScreen 4.0 Scores

7.2. Healthy Places Index Scores

7.3. Overall Health & Equity Scores

7.4. Health & Equity Measures

7.5. Evaluation Scorecard

7.6. Health & Equity Custom Measures

8. User Changes to Default Data
i9P

19669 TTM38636 Detailed Report, 10/3/2023

1. Basic Project Information

1.1. Basic Project Information
Data Field
Value
Project Name
19669 TTM38636
Construction Start Date
1/1/2025
Operational Year
2026
Lead Agency
—
Land Use Scale
Project/site
Analysis Level for Defaults
County
Windspeed (m/s)

3.30 Precipitation (days)

0.80 Location

33.79543523571104, -116.40397992086233
County
Riverside -Salton Sea
City
Rancho Mirage
Air District
South Coast AQMD
Air Basin
Salton Sea
TAZ
5671
EDFZ
11 Electric Utility
Southern California Edison
Gas Utility
Southern California Gas
App Version
2022.1.1.20

1.2. Land Use Types
Land Use Subtype
Size
Unit
Lot Acreage
Building Area (sq ft)
Landscape Area (sq
ft)
Special Landscape
Area (sq ft)
Population
Description

19669 TTM38636 Detailed Report, 10/3/2023
Single Family
Housing

9.00 Dwelling Unit

3.38 17,550
105,416
-

29.0 9 residential lots over

3.38 acres.

Other Asphalt
Surfaces

0.58 Acre

0.58 0.00

0.00 —
—
Private Street, Lot A,
totals 0.58 acres.

Other Non -Asphalt
Surfaces

0.40 Acre

0.40 0.00

0.00 —
—
Retention Basins
Lots B -D total 0.4
acres.

1.3. User -Selected Emission Reduction Measures by Emissions Sector No measures selected

2. Emissions Summary

2.1. Construction Emissions Compared Against Thresholds Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Un/Mit.

TOG
ROG
NOx
co
SO2
PM10E
PM10D
PM 10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Unmit.

1.37 1.15

10.5 13.4

0.02 0.43

0.05 0.48

0.40 0.01

0.41 -
2,476
2,476

0.10 0.03

0.25 2,486
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Unmit.

2.93 7.73

22.3 23.2

0.04 0.92

2.96 3.68

0.84 1.38

2.05 -
4,072
4,072

0.17 0.05

0.03 4,090
Average
Daily
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Unmit.

1.09 0.91

8.32 10.1

0.02 0.34

0.12 0.46

0.32 0.04

0.36 -
1,860
1,860

0.07 0.02

0.10 1,868
Annual —
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Unmit.

0.20 0.17

1.52 1.85
< 0.005

0.06 0.02

0.08 0.06

0.01 0.07
-
308
308

0.01 < 0.005

0.02 309
913

19669 TTM38636 Detailed Report, 10/3/2023

2.2. Construction Emissions by Year, Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Year
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
Daily -
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
2025

1.37 1.15

10.5 13.4

0.02 0.43

0.05 0.48

0.40 0.01

0.41 -
2,476
2,476

0.10 0.03

0.25 2,486
Daily -
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
2025

2.93 2.46

22.3 23.2

0.04 0.92

2.96 3.68

0.84 1.38

2.05 -
4,072
4,072

0.17 0.05

0.03 4,090
2026

1.05 7.73

7.20 11.0

0.01 0.28

0.27 0.55

0.26 0.06

0.32 -
1,739
1,739

0.06 0.02

0.02 1,747
Average
Daily
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
2025

1.09 0.91

8.32 10.1

0.02 0.34

0.12 0.46

0.32 0.04

0.36 -
1,860
1,860

0.07 0.02

0.10 1,868
2026

0.03 0.36

0.22 0.33
< 0.005

0.01 0.01

0.02 0.01
< 0.005

0.01 -

51.2 51.2
< 0.005
< 0.005

0.01 51.5
Annual
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
2025

0.20 0.17

1.52 1.85
< 0.005

0.06 0.02

0.08 0.06

0.01 0.07
-
308
308

0.01 < 0.005

0.02 309
2026

0.01 0.07

0.04 0.06
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
-

8.48 8.48
< 0.005
< 0.005
< 0.005

8.52 2.4. Operations Emissions Compared Against Thresholds Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Un/Mit.

Daily,
Summer
(Max)
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
Unmit. 0.46 0.82 0.63 4.80 0.01 0.02 0.85 0.87 0.02 0.21 0.24 5.13 1,459 1,464 0.57 0.05 3.36 1,496 Daily,
Winter
(Max)
4,99

19669 TTM38636 Detailed Report, 10/3/2023
Unmit.

0.35 0.71

0.66 2.87

0.01 0.02

0.85 0.87

0.02 0.21

0.24 5.13
1,340
1,345

0.57 0.05

0.21 1,374
Average
Daily
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Unmit.

0.37 0.74

0.51 3.45

0.01 0.01

0.83 0.85

0.01 0.21

0.22 5.13
1,210
1,215

0.57 0.05

1.49 1,245
Annual
(Max)
—
—
—
—
—
—
—
Unmit.

0.07 0.13

0.09 0.63
< 0.005
< 0.005

0.15 0.15
< 0.005

0.04 0.04

0.85 200
201

0.09 0.01

0.25 206

2.5. Operations Emissions by Sector, Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Sector
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Mobile

0.39 0.35

0.41 4.20

0.01 0.01

0.85 0.85

0.01 0.21

0.22 -
1,048
1,048

0.03 0.04

3.23 1,065
Area

0.06 0.47

0.14 0.57
< 0.005

0.01 -

0.01 0.01
-

0.01 0.00
172
172
< 0.005
< 0.005
—
172
Energy

0.01 < 0.005

0.08 0.03
< 0.005

0.01 -

0.01 0.01
-

0.01 -
225
225

0.02 < 0.005
—
226
Water
—
—
—
—
—
—
—
—
—
—
—

0.70 13.9

14.6 0.07
< 0.005
—

16.9 Waste
—
—
—
—
—
—
—
—
—
—
—

4.43 0.00

4.43 0.44

0.00 —

15.5 Refrig.
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—

0.13 0.13
Total

0.46 0.82

0.63 4.80

0.01 0.02

0.85 0.87

0.02 0.21

0.24 5.13
1,459
1,464

0.57 0.05

3.36 1,496
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Mobile 0.32 0.29 0.44 2.78 0.01 0.01 0.85 0.85 0.01 0.21 0.22 931 931 0.04 0.05 0.08 945 Area 0.02 0.42 0.13 0.06 < 0.005 0.01 0.01 0.01 0.01 0.00 171 171 < 0.005 < 0.005 171 Energy 0.01 < 0.005 0.08 0.03 < 0.005 0.01 0.01 0.01 0.01 225 225 0.02 < 0.005 226 Water 0.70 13.9 14.6 0.07 < 0.005 16.9
Waste — 1t59,P - - 4.43 0.00 4.43 0.44 0.00 15.5

19669 TTM38636 Detailed Report, 10/3/2023
Refrig.
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—

0.13 0.13
Total

0.35 0.71

0.66 2.87

0.01 0.02

0.85 0.87

0.02 0.21

0.24 5.13
1,340
1,345

0.57 0.05

0.21 1,374
Average
Daily
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Mobile

0.33 0.30

0.42 3.16

0.01 0.01

0.83 0.84

0.01 0.21

0.22 -
959
959

0.03 0.04

1.37 974
Area

0.02 0.44

0.01 0.26
< 0.005
< 0.005
-
< 0.005
< 0.005
-
< 0.005

0.00 12.4

12.4 < 0.005
< 0.005
—

12.4 Energy

0.01 < 0.005

0.08 0.03
< 0.005

0.01 -

0.01 0.01
-

0.01 -
225
225

0.02 < 0.005
—
226
Water
—
—
—
—
—
—
—
—
—
—
—

0.70 13.9

14.6 0.07
< 0.005
—

16.9 Waste
—
—
—
—
—
—
—
—
—
—
—

4.43 0.00

4.43 0.44

0.00 —

15.5 Refrig.
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—

0.13 0.13
Total

0.37 0.74

0.51 3.45

0.01 0.01

0.83 0.85

0.01 0.21

0.22 5.13
1,210
1,215

0.57 0.05

1.49 1,245
Annual
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Mobile

0.06 0.05

0.08 0.58
< 0.005
< 0.005

0.15 0.15
< 0.005

0.04 0.04
-
159
159

0.01 0.01

0.23 161
Area
< 0.005

0.08 < 0.005

0.05 < 0.005
< 0.005
-
< 0.005
< 0.005
-
< 0.005

0.00 2.05

2.05 < 0.005
< 0.005
-

2.05 Energy
< 0.005
< 0.005

0.01 0.01
< 0.005
< 0.005
-
< 0.005
< 0.005
-
< 0.005
-

37.3 37.3
< 0.005
< 0.005
—

37.4 Water
—
—
—
—
—
—
—
—
—
—
—

0.12 2.30

2.41 0.01
< 0.005
-

2.80 Waste
—
—
—
—
—
—
—
—
—
—
—

0.73 0.00

0.73 0.07

0.00 —

2.57 Refrig.
—
—
—
—
—
—
—
—
—
—
—
—
—
—

0.02 0.02
Total

0.07 0.13

0.09 0.63
< 0.005
< 0.005

0.15 0.15
< 0.005

0.04 0.04

0.85 200
201

0.09 0.01

0.25 206

3. Construction Emissions Details

3.1. Demolition (2025) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
Onsite

19669 TTM38636 Detailed Report, 10/3/2023
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Off -Road 2.86
Equipment

2.40 22.2

19.9 0.03

0.92 -

0.92 0.84
-

0.84 -
3,425
3,425

0.14 0.03
—
3,437
Demolitio
n
—
—
—
—
—
—

0.04 0.04
-

0.01 0.01
—
—
—
—
—
—
—
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Average
Daily
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Off -Road 0.16
Equipment

0.13 1.22

1.09 < 0.005

0.05 -

0.05 0.05
-

0.05 -
188
188

0.01 < 0.005
—
188
Demolitio
n
—
—
—
—
—
—
< 0.005
< 0.005
-
< 0.005
< 0.005
—
—
—
—
—
—
—
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Annual —
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Off -Road 0.03
Equipment

0.02 0.22

0.20 < 0.005

0.01 -

0.01 0.01
-

0.01 -

31.1 31.1
< 0.005
< 0.005
—

31.2 Demolitio
n
—
—
—
—
—
—
< 0.005
< 0.005
-
< 0.005
< 0.005
—
—
—
—
—
—
—
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Offsite
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Winter
(Max)
Sp2

19669 TTM38636 Detailed Report, 10/3/2023
Worker

0.07 0.06

0.08 0.81

0.00 0.00

0.20 0.20

0.00 0.05

0.05 -
190
190

0.01 0.01

0.02 192
Vendor

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Hauling
< 0.005
< 0.005

0.05 0.01
< 0.005
< 0.005

0.01 0.01
< 0.005
< 0.005
< 0.005
-

44.3 44.3
< 0.005

0.01 < 0.005

46.4 Average
Daily
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Worker
< 0.005
< 0.005
< 0.005

0.06 0.00

0.00 0.01

0.01 0.00
< 0.005
< 0.005
-

11.1 11.1
< 0.005
< 0.005

0.02 11.2
Vendor

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Hauling
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
-

2.43 2.43
< 0.005
< 0.005
< 0.005

2.54 Annual
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Worker
< 0.005
< 0.005
< 0.005

0.01 0.00

0.00 < 0.005
< 0.005

0.00 < 0.005
< 0.005
-

1.84 1.84
< 0.005
< 0.005
< 0.005

1.86 Vendor

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Hauling
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
-

0.40 0.40
< 0.005
< 0.005
< 0.005

0.42 3.3. Grading (2025) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location
Onsite
Daily,
Summer
(Max)
Daily,
Winter
(Max)
TOG
Off -Road 2.07
Equipment
Dust
From
Material
Movemen
Onsite
truck

0.00 ROG

1.74 0.00
NOx

16.3 0.00
CO

17.9 0.00
SO2

0.03 0.00
PM10E

0.72 0.00
PM10D

2.76 0.00
PM10T

0.72 2.76

0.00 PM2.5E

0.66 sn�
PM2.5D

1.34 0.00
PM2.5T

0.66 1.34

0.00 BCO2
NBCO2
2,959

0.00 CO2T
2,959

0.00 CH4

0.12 0.00
N2O

0.02 0.00
R

0.00 CO2e
2,970

0.00 19669 TTM38636 Detailed Report, 10/3/2023
Average
Daily
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Off -Road
Equipment

0.05 0.04

0.36 0.39
< 0.005

0.02 -

0.02 0.01
-

0.01 -

64.9 64.9
< 0.005
< 0.005
—

65.1 Dust
From
Material
Movemen:
—
—
—
—
—
—

0.06 0.06
-

0.03 0.03
—
—
—
—
—
—
—
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Annual —
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Off -Road 0.01
Equipment

0.01 0.07

0.07 < 0.005
< 0.005
-
< 0.005
< 0.005
-
< 0.005
-

10.7 10.7
< 0.005
< 0.005
-

10.8 Dust
From
Material
Movemen:
—
—
—
—
—
—

0.01 0.01
-

0.01 0.01
—
—
—
—
—
—
—
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Offsite
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Worker

0.07 0.06

0.08 0.81

0.00 0.00

0.20 0.20

0.00 0.05

0.05 -
190
190

0.01 0.01

0.02 192
Vendor

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Hauling

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Average
Daily
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Worker
< 0.005
< 0.005
< 0.005

0.02 0.00

0.00 < 0.005
< 0.005

0.00 < 0.005
< 0.005
-

4.44 4.44
< 0.005
< 0.005

0.01 4.50
Vendor

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 .- ..

0.00 0.00
-

0.00 0.00

0.00 0.00

0.00 0.00

19669 TTM38636 Detailed Report, 10/3/2023
Hauling

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Annual —
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Worker
< 0.005
< 0.005
< 0.005
< 0.005

0.00 0.00
< 0.005
< 0.005

0.00 < 0.005
< 0.005
-

0.74 0.74
< 0.005
< 0.005
< 0.005

0.74 Vendor

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Hauling

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00

3.5. Building Construction (2025) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
Onsite
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Off -Road 1.35
Equipment

1.13 10.4

13.0 0.02

0.43 -

0.43 0.40
-

0.40 -
2,398
2,398

0.10 0.02
-
2,406
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Off -Road 1.35
Equipment

1.13 10.4

13.0 0.02

0.43 -

0.43 0.40
-

0.40 -
2,398
2,398

0.10 0.02
-
2,406
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Average
Daily
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Off -Road 0.85
Equipment

0.71 6.58

8.22 0.01

0.27 -

0.27 0.25
-

0.25 -
1,511
1,511

0.06 0.01
—
1,516
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Annual
—
—
—
—
—
—
—
—
177nr
-
-
-
-
-
-
-
-
-
9MP

19669 TTM38636 Detailed Report, 10/3/2023
Off -Road 0.15 0.13 1.20 1.50 < 0.005 0.05
Equipment

0.05 0.05

0.05 250 250 0.01 < 0.005 —
251
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Offsite
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
Worker

0.02 0.02

0.02 0.31

0.00 0.00

0.04 0.04

0.00 0.01

0.01 -

48.1 48.1
< 0.005
< 0.005

0.17 48.8
Vendor
< 0.005
< 0.005

0.03 0.01
< 0.005
< 0.005

0.01 0.01
< 0.005
< 0.005
< 0.005
-

30.4 30.4
< 0.005
< 0.005

0.08 31.8
Hauling

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Worker

0.01 0.01

0.02 0.18

0.00 0.00

0.04 0.04

0.00 0.01

0.01 -

40.9 40.9
< 0.005
< 0.005
< 0.005

41.5 Vendor
< 0.005
< 0.005

0.03 0.01
< 0.005
< 0.005

0.01 0.01
< 0.005
< 0.005
< 0.005
-

30.5 30.5
< 0.005
< 0.005
< 0.005

31.7 Hauling

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Average
Daily
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Worker

0.01 0.01

0.01 0.14

0.00 0.00

0.03 0.03

0.00 0.01

0.01 -

27.6 27.6
< 0.005
< 0.005

0.05 27.9
Vendor
< 0.005
< 0.005

0.02 0.01
< 0.005
< 0.005

0.01 0.01
< 0.005
< 0.005
< 0.005
-

19.2 19.2
< 0.005
< 0.005

0.02 20.0
Hauling

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Annual
—
—
Worker
< 0.005
< 0.005
< 0.005

0.03 0.00

0.00 < 0.005
< 0.005

0.00 < 0.005
< 0.005
-

4.57 4.57
< 0.005
< 0.005

0.01 4.63
Vendor
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
-

3.18 3.18
< 0.005
< 0.005
< 0.005

3.31 Hauling

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00

3.7. Paving (2025) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e

19669 TTM38636 Detailed Report, 10/3/2023
Onsite
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Off -Road 0.85
Equipment

0.71 6.52

8.84 0.01

0.29 -

0.29 0.26
-

0.26 -
1,351
1,351

0.05 0.01
—
1,355
Paving
—

0.08 —
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Average
Daily
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Off -Road
Equipment

0.02 0.01

0.13 0.17
< 0.005

0.01 -

0.01 0.01
-

0.01 -

26.4 26.4
< 0.005
< 0.005
—

26.5 Paving
—
< 0.005
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Annual
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Off -Road < 0.005
Equipment
< 0.005

0.02 0.03
< 0.005
< 0.005
-
< 0.005
< 0.005
-
< 0.005
-

4.38 4.38
< 0.005
< 0.005
—

4.39 Paving
—
< 0.005
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Offsite
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Worker

0.09 0.08

0.11 1.08

0.00 0.00

0.26 0.26
eh 7

0.06 0.06
-
253
253

0.01 0.01

0.03 256

19669 TTM38636 Detailed Report, 10/3/2023
Vendor

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Hauling

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Average
Daily
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Worker
< 0.005
< 0.005
< 0.005

0.03 0.00

0.00 0.01

0.01 0.00
< 0.005
< 0.005
-

5.29 5.29
< 0.005
< 0.005

0.01 5.36
Vendor

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Hauling

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Annual
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Worker
< 0.005
< 0.005
< 0.005
< 0.005

0.00 0.00
< 0.005
< 0.005

0.00 < 0.005
< 0.005
-

0.88 0.88
< 0.005
< 0.005
< 0.005

0.89 Vendor

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Hauling

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00

3.9. Paving (2026) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM 10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
Onsite
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Off -Road
Equipment

0.81 0.68

6.23 8.81

0.01 0.26
-

0.26 0.24
-

0.24 -
1,350
1,350

0.05 0.01
—
1,355
Paving
—

0.08 —
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Average
Daily
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Spy

19669 TTM38636 Detailed Report, 10/3/2023
Off -Road 0.02 0.02 0.17 0.24 < 0.005 0.01
Equipment

0.01 0.01 0.01 37.0 37.0 < 0.005 < 0.005 —

37.1 Paving
—
< 0.005
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Annual
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Off -Road < 0.005
Equipment
< 0.005

0.03 0.04
< 0.005
< 0.005
-
< 0.005
< 0.005
-
< 0.005
-

6.12 6.12
< 0.005
< 0.005
—

6.14 Paving
—
< 0.005
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Offsite
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Worker

0.08 0.07

0.10 1.00

0.00 0.00

0.26 0.26

0.00 0.06

0.06 -
248
248
< 0.005

0.01 0.02
251
Vendor

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Hauling

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Average
Daily
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Worker
< 0.005
< 0.005
< 0.005

0.03 0.00

0.00 0.01

0.01 0.00
< 0.005
< 0.005
-

7.25 7.25
< 0.005
< 0.005

0.01 7.34
Vendor

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Hauling

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Annual
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Worker
< 0.005
< 0.005
< 0.005

0.01 0.00

0.00 < 0.005
< 0.005

0.00 < 0.005
< 0.005
-

1.20 1.20
< 0.005
< 0.005
< 0.005

1.22 Vendor

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Hauling

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
509

19669 TTM38636 Detailed Report, 10/3/2023

3.11. Architectural Coating (2026) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
Onsite
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Off -Road 0.15
Equipment

0.12 0.86

1.13 < 0.005

0.02 -

0.02 0.02
-

0.02 -
134
134

0.01 < 0.005
—
134
Architect
ural
Coatings
—

6.76 —
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Average
Daily
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Off -Road 0.01
Equipment

0.01 0.04

0.06 < 0.005
< 0.005
-
< 0.005
< 0.005
-
< 0.005
-

6.58 6.58
< 0.005
< 0.005
—

6.61 Architect
ural
Coatings
—

0.33 —
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Annual
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Off -Road < 0.005
Equipment
< 0.005

0.01 0.01
< 0.005
< 0.005
-
< 0.005
< 0.005
-
< 0.005
-

1.09 1.09
< 0.005
< 0.005
-

1.09 Architect
ural
Coatings
—

0.06 —
—
—
—
—
—
—
—
—
—
—

19669 TTM38636 Detailed Report, 10/3/2023
Onsite
truck

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 Offsite
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Worker
< 0.005
< 0.005
< 0.005

0.03 0.00

0.00 0.01

0.01 0.00
< 0.005
< 0.005
-

8.02 8.02
< 0.005
< 0.005
< 0.005

8.12 Vendor

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Hauling

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Average
Daily
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Worker
< 0.005
< 0.005
< 0.005
< 0.005

0.00 0.00
< 0.005
< 0.005

0.00 < 0.005
< 0.005
-

0.42 0.42
< 0.005
< 0.005
< 0.005

0.43 Vendor

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Hauling

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Annual
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Worker
< 0.005
< 0.005
< 0.005
< 0.005

0.00 0.00
< 0.005
< 0.005

0.00 < 0.005
< 0.005
-

0.07 0.07
< 0.005
< 0.005
< 0.005

0.07 Vendor

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Hauling

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00

4. Operations Emissions Details

4.1. Mobile Emissions by Land Use

4.1.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e

19669 TTM38636 Detailed Report, 10/3/2023
Daily,
Summer
(Max)
Single 0.39 0.35 0.41 4.20 0.01 0.01 0.85 0.85 0.01 0.21 0.22 Family
Housing
1,048 1,048 0.03 0.04 3.23 1,065
Other 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Asphalt
Surfaces

0.00 0.00

0.00 0.00

0.00 0.00
Other
Non -Asphalt
Surfaces

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Total

0.39 0.35

0.41 4.20

0.01 0.01

0.85 0.85

0.01 0.21

0.22 -
1,048
1,048

0.03 0.04

3.23 1,065
Daily,
Winter
(Max)
—
—
—
Single
Family
Housing

0.32 0.29

0.44 2.78

0.01 0.01

0.85 0.85

0.01 0.21

0.22 -
931
931

0.04 0.05

0.08 945
Other
Asphalt
Surfaces

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Other 0.00
Non -Asphalt
Surfaces

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00
-

0.00 0.00

0.00 0.00

0.00 0.00
Total

0.32 0.29

0.44 2.78

0.01 0.01

0.85 0.85

0.01 0.21

0.22 -
931
931

0.04 0.05

0.08 945
Annual —
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Single
Family
Housing

0.06 0.05

0.08 0.58
< 0.005
< 0.005

0.15 0.15
< 0.005

0.04 0.04
-
159
159

0.01 0.01

0.23 161
Other
Asphalt
Surfaces

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00

0.00 0.00

0.00 0.00
Other
Non -Asphalt
Surfaces

0.00 0.00

0.00 0.00

0.00 0.00

0.00 0.00

0.00 5 1 9

0.00 0.00
-

0.00 0.00

0.00 0.00

0.00 0.00

19669 TTM38636 Detailed Report, 10/3/2023
Total 0.06 0.05 0.08 0.58 < 0.005 < 0.005 0.15 0.15 < 0.005 0.04 0.04 159 159 0.01 0.01 0.23 161

4.2. Energy

4.2.1. Electricity Emissions By Land Use - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Single
Family
Housing
—
—
—
—
—
—
—
—
—
—
—
—
123
123

0.01 < 0.005
—
123
Other
Asphalt
Surfaces
—
—
—
—
—
—
—
—
—
—
—
—

0.00 0.00

0.00 0.00
-

0.00 Other
Non -Asphalt
Surfaces
—
—
—
—
—
—
—
—
—
—
—
—

0.00 0.00

0.00 0.00
-

0.00 Total
—
—
—
—
—
—
—
—
—
—
—
—
123
123

0.01 < 0.005
—
123
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Single
Family
Housing
—
—
—
—
—
—
—
—
—
—
—
—
123
123

0.01 < 0.005
—
123
Other
Asphalt
Surfaces
—
—
—
—
—
—
—
—
—
—
—
—

0.00 0.00

0.00 0.00
-

0.00 Other
Non -Asphalt
Surfaces
—
—
—
—
—
—
—
—
—
—
—
—

0.00 0.00

0.00 0.00
-

0.00 Total
—
—
—
—
—
—
—
—
1 'S
—
—
—
123
123

0.01 < 0.005
-
123

19669 TTM38636 Detailed Report, 10/3/2023
Annual —
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Single
Family
Housing
—
—
—
—
—
—
—
—
—
—
—
—

20.3 20.3
< 0.005
< 0.005
-

20.4 Other
Asphalt
Surfaces
—
—
—
—
—
—
—
—
—
—
—
—

0.00 0.00

0.00 0.00
-

0.00 Other
Non -Asphalt
Surfaces
—
—
—
—
—
—
—
—
—
—
—
—

0.00 0.00

0.00 0.00
-

0.00 Total
—
—
—
—
—
—
—
—
—
—
—
—

20.3 20.3
< 0.005
< 0.005
-

20.4 4.2.3. Natural Gas Emissions By Land Use - Unmitigated Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Single
Family
Housing

0.01 < 0.005

0.08 0.03
< 0.005

0.01 -

0.01 0.01
-

0.01 -
103
103

0.01 < 0.005
-
103
Other
Asphalt
Surfaces

0.00 0.00

0.00 0.00

0.00 0.00
-

0.00 0.00
-

0.00 -

0.00 0.00

0.00 0.00
-

0.00 Other 0.00
Non -Asphalt
Surfaces

0.00 0.00

0.00 0.00

0.00 -

0.00 0.00
-

0.00 -

0.00 0.00

0.00 0.00
-

0.00 Total

0.01 < 0.005

0.08 0.03
< 0.005

0.01 -

0.01 0.01
-

0.01 -
103
103

0.01 < 0.005
-
103
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—

19669 TTM38636 Detailed Report, 10/3/2023
Single 0.01 < 0.005 0.08 0.03 < 0.005 0.01
Family
Housing
Other 0.00 0.00 0.00 0.00 0.00 0.00
Asphalt
Surfaces
Other 0.00 0.00 0.00 0.00 0.00 0.00
Non -Asphalt
Surfaces

0.01 0.01

0.00 0.00

0.00 0.00

0.01 103 103 0.01 < 0.005 - 103

0.00 0.00 0.00 0.00 0.00 0.00

0.00 0.00 0.00 0.00 0.00

0.00 Total

0.01 < 0.005

0.08 0.03
< 0.005

0.01 -

0.01 0.01
-

0.01 -
103
103

0.01 < 0.005
-
103
Annual —
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Single
Family
Housing
< 0.005
< 0.005

0.01 0.01
< 0.005
< 0.005
-
< 0.005
< 0.005
-
< 0.005
-

17.0 17.0
< 0.005
< 0.005
-

17.0 Other
Asphalt
Surfaces

0.00 0.00

0.00 0.00

0.00 0.00
-

0.00 0.00
-

0.00 -

0.00 0.00

0.00 0.00
-

0.00 Other
Non -Asphalt
Surfaces

0.00 0.00

0.00 0.00

0.00 0.00
-

0.00 0.00
-

0.00 -

0.00 0.00

0.00 0.00
-

0.00 Total
< 0.005
< 0.005

0.01 0.01
< 0.005
< 0.005
-
< 0.005
< 0.005
-
< 0.005
-

17.0 17.0
< 0.005
< 0.005
-

17.0 4.3. Area Emissions by Source

4.3.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Source
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
Daily, —
Summer
(Max)
Hearths 0.02

0.01 0.13

0.06 < 0.005 0.01

0.01 0.01 0.01 0.00 171 171 < 0.005 < 0.005 - 171
51,5

19669 TTM38636 Detailed Report, 10/3/2023
Consum
er
Products
-

0.38 -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Architect
ural
Coatings
-

0.03 -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Landsca
pe
Equipme
nt

0.05 0.05
< 0.005

0.51 < 0.005
< 0.005
-
< 0.005
< 0.005
-
< 0.005
-

1.37 1.37
< 0.005
< 0.005
-

1.37 Total

0.06 0.47

0.14 0.57
< 0.005

0.01 -

0.01 0.01
-

0.01 0.00
172
172
< 0.005
< 0.005
-
172
Daily,
Winter
(Max)
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Hearths

0.02 0.01

0.13 0.06
< 0.005

0.01 -

0.01 0.01
-

0.01 0.00
171
171
< 0.005
< 0.005
-
171
Consum
er
Products
-

0.38 -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Architect
ural
Coatings
-

0.03 -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Total

0.02 0.42

0.13 0.06
< 0.005

0.01 -

0.01 0.01
-

0.01 0.00
171
171
< 0.005
< 0.005
-
171
Annual
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Hearths
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
< 0.005
-
< 0.005
< 0.005
-
< 0.005

0.00 1.93

1.93 < 0.005
< 0.005
-

1.94 Consum
er
Products
-

0.07 -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Architect
ural
Coatings
-

0.01 -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Landsca
pe
Equipme
nt
< 0.005
< 0.005
< 0.005

0.05 < 0.005
< 0.005
-
< 0.005
< 0.005
-
< 0.005
-

0.11 0.11
< 0.005
< 0.005
-

0.11 Total
< 0.005

0.08 < 0.005

0.05 < 0.005
< 0.005
-
< 0.005
Rfn
-
< 0.005

0.00 2.05

2.05 < 0.005
< 0.005
-

2.05 19669 TTM38636 Detailed Report, 10/3/2023

4.4. Water Emissions by Land Use

4.4.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
Daily,
Summer
(Max)
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
Single
Family
Housing
—
—
—
—
—
—
—
—
—
—
—

0.70 13.9

14.6 0.07
< 0.005
—

16.9 Other
Asphalt
Surfaces
—
—
—
—
—
—
—
—
—
—
—

0.00 0.00

0.00 0.00

0.00 -

0.00 Other
Non -Asphalt
Surfaces
—
—
—
—
—
—
—
—
—
—
—

0.00 0.00

0.00 0.00

0.00 -

0.00 Total
—
—
—
—
—
—
—
—
—
—
—

0.70 13.9

14.6 0.07
< 0.005
—

16.9 Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Single
Family
Housing
—
—
—
—
—
—
—
—
—
—
—

0.70 13.9

14.6 0.07
< 0.005
—

16.9 Other
Asphalt
Surfaces
—
—
—
—
—
—
—
—
—
—
—

0.00 0.00

0.00 0.00

0.00 -

0.00 Other —
Non -Asphalt
Surfaces
—
—
—
—
—
—
—
—
—
—

0.00 0.00

0.00 0.00

0.00 -

0.00 Total
—
—
—
—
—
—
—
—
—
—
—

0.70 13.9

14.6 0.07
< 0.005
—

16.9 Annual
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
51,7

19669 TTM38636 Detailed Report, 10/3/2023
Single
Family
Housing
—
—
—
—
—
—
—
—
—
—
—

0.12 2.30

2.41 0.01
< 0.005
-

2.80 Other
Asphalt
Surfaces
—
—
—
—
—
—
—
—
—
—
—

0.00 0.00

0.00 0.00

0.00 -

0.00 Other
Non -Asphalt
Surfaces
—
—
—
—
—
—
—
—
—
—
—

0.00 0.00

0.00 0.00

0.00 -

0.00 Total
—
—
—
—
—
—
—
—
—
—
—

0.12 2.30

2.41 0.01
< 0.005
-

2.80 4.5. Waste Emissions by Land Use

4.5.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Single
Family
Housing
—
—
—
—
—
—
—
—
—
—
—

4.43 0.00

4.43 0.44

0.00 —

15.5 Other
Asphalt
Surfaces
—
—
—
—
—
—
—
—
—
—
—

0.00 0.00

0.00 0.00

0.00 -

0.00 Other
Non -Asphalt
Surfaces
—
—
—
—
—
—
—
—
—
—
—

0.00 0.00

0.00 0.00

0.00 -

0.00 Total
—
—
—
—
—
—
—
—
—
—
—

4.43 0.00

4.43 0.44

0.00 —

15.5 Daily,
Winter
(Max)

19669 TTM38636 Detailed Report, 10/3/2023
Single
Family
Housing
Other
Asphalt
Surfaces
Other —
Non -Asphalt
Surfaces

4.43 0.00

0.00 0.00

0.00 0.00

4.43 0.00

0.00 0.44

0.00 0.00

0.00 0.00

0.00 15.5

0.00 0.00
Total
—
—
—
—
—
—
—
—
—
—
—

4.43 0.00

4.43 0.44

0.00 —

15.5 Annual —
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Single
Family
Housing
—
—
—
—
—
—
—
—
—
—
—

0.73 0.00

0.73 0.07

0.00 —

2.57 Other
Asphalt
Surfaces
—
—
—
—
—
—
—
—
—
—
—

0.00 0.00

0.00 0.00

0.00 -

0.00 Other
Non -Asphalt
Surfaces
—
—
—
—
—
—
—
—
—
—
—

0.00 0.00

0.00 0.00

0.00 -

0.00 Total
—
—
—
—
—
—
—
—
—
—
—

0.73 0.00

0.73 0.07

0.00 —

2.57 4.6. Refrigerant Emissions by Land Use

4.6.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
Daily,
Summer
(Max)
Single
Family
Housing
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R

0.13 CO2e

0.13 19669 TTM38636 Detailed Report, 10/3/2023
Total
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—

0.13 0.13
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Single
Family
Housing
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—

0.13 0.13
Total
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—

0.13 0.13
Annual
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Single
Family
Housing
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—

0.02 0.02
Total
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—

0.02 0.02

4.7. Offroad Emissions By Equipment Type

4.7.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Equipme
nt
Type
Daily,
Summer
(Max)
Total
Daily,
Winter
(Max)
Total
Annual
Total
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
520

19669 TTM38636 Detailed Report, 10/3/2023

4.8. Stationary Emissions By Equipment Type

4.8.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Equipme
nt
Type
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BO02
NBCO2
CO2T
CH4
N2O
R
CO2e
Daily,
Summer
(Max)
Total
Daily,
Winter
(Max)
Total
Annual
Total

4.9. User Defined Emissions By Equipment Type

4.9.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Equipme
nt
Type
Daily,
Summer
(Max)
Total
TOG
ROG
NOx
co
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
Daily,
Winter
(Max)
qgl

19669 TTM38636 Detailed Report, 10/3/2023
Total
Annual
Total

4.10. Soil Carbon Accumulation By Vegetation Type

4.10.1. Soil Carbon Accumulation By Vegetation Type - Unmitigated Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Vegetatio
n
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Total
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Total
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Annual
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Total
—
—
—
—
—
—
—

4.10.2. Above and Belowground Carbon Accumulation by Land Use Type - Unmitigated Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
Daily,
Summer
(Max)
Total
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e

19669 TTM38636 Detailed Report, 10/3/2023
Daily,
Winter
(Max)
Total
Annual
Total

4.10.3. Avoided and Sequestered Emissions by Species - Unmitigated Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Species
TOG
ROG
NOx
CO
SO2
PM10E
PM10D
PM 10T
PM2.5E
PM2.5D
PM2.5T
BCO2
NBCO2
CO2T
CH4
N2O
R
CO2e
Daily,
Summer
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Avoided
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Subtotal
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Sequest
ered
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Subtotal
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Remove
d
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Subtotal
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
-
-
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Daily,
Winter
(Max)
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Avoided
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Subtotal
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Sequest
ered
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Subtotal
—
—
—
—
5�3

19669 TTM38636 Detailed Report, 10/3/2023
Remove
d
Subtotal
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
-
-
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Annual
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Avoided
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Subtotal
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Sequest
ered
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Subtotal
Remove
d
—
—
—
—
—
—
—
—
—
—
Subtotal
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
-
-
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—