Exhibit J - Air Quality Assessment — Rialto City Council, September 12, 2023

Air Quality Assessment
Olive Avenue Development
City of Rialto, California

Prepared by:

Kimley‐Horn and Associates, Inc.
1100 W. Town & Country Road, Suite 700
Orange, California 92868
Contact: Mr. Ace Malisos
714.939.1030

July 2021

City of Rialto Olive Avenue Development
Air Quality Assessment
July 2021
Page | ii
TABLE OF CONTENTS

1 INTRODUCTION

1.1 Project Location ......................................................................................................................... 1

1.2 Project Description .................................................................................................................... 1

2 ENVIRONMENTAL SETTING

2.1 Climate and Meterology ............................................................................................................ 6

2.2 Air Pollutants of Concern .......................................................................................................... 7

2.3 Sensitive Receptors ................................................................................................................. 10

3 REGULATORY SETTING

3.1 Federal ..................................................................................................................................... 11

3.2 State of California .................................................................................................................... 11

3.3 Regional ................................................................................................................................... 13

3.4 Local ......................................................................................................................................... 15

4 SIGNIFICANC
E CRITERIA AND METHODOLOGY

4.1 Air Quality Thresholds ............................................................................................................. 18

4.2 Methodology ........................................................................................................................... 19

5 POTENTIAL IMPACTS AND MITIGATION

5.1 Air Quality Analysis .................................................................................................................. 21

6 REFERENCES
References ............................................................................................................................... 34

TABLES
Table 1 Building Summary ..................................................................................................................... 2 Table 2 Air Contaminants and Associated Public Health Concerns ....................................................... 8 Table 3 Ambient Air Quality Data .......................................................................................................... 9 Table 4 Sensitive Re
ceptors ................................................................................................................. 10 Table 5 State and Federal Ambient Air Quality Standards .................................................................. 12 Table 6 South Coast Air Basin Attainment Status ................................................................................ 14 Table 7 South Coast Air Quality Management District Emissions Thresholds ..................................... 18 Table 8 Local Sig
nificance Thresholds (Construction/Operations) ...................................................... 19 Table 9 Construction‐Related Emissions .............................................................................................. 23 Table 10 Long‐Term Operational Emissions .......................................................................................... 24 Table 11 Equipment‐Specific Grading Rates .......................................................................................... 29 Table 12 Localized Significance of Mitigated Construction Emissions ................................................... 29 Table 13 Localized Significance of Mitigated Operational Emissions .................................................... 30

City of Rialto Olive Avenue Development
Air Quality Assessment
July 2021
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TABLE OF CONTENTS (CONTINUED)

EXHIBITS
Exhibit 1 Regional Location Map .............................................................................................................. 3 Exhibit 2 Project Vicinity Map .................................................................................................................. 4 Exhibit 3 Conceptual Site Plan .................................................................................................................. 5

APPENDICES
Appendix A: Air Quality Modeling Data

City of Rialto Olive Avenue Development
Air Quality Assessment
July 2021
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LIST OF ABBREVIATED TERMS

AQMP air quality management plan
AB Assembly Bill
ADT average daily traffic
CAPCOA California Air Pollution Control Officers Association CARB California Air Resources Board
CAAQS California Ambient Air Quality Standards
CCAA California Clean Air Act
CalEEMod California Emissions Estimator Model
CEQA California Environmental Quality Act
CO carbon mono xide
cy cubic yards
DPM diesel particulate matter
EPA Environmental Protection Agency
FCAA Federal Clean Air Act
H2S hydrogen sulfide
Pb lead
LST local significance threshold
µg/m3 micrograms per cubic meter
mg/m3 milligrams per cubic meter
NAAQS National Ambient Air Quality Standards
NO2 nitrogen dioxide
NOx nitrogen oxide
O3 ozone
PM10 particulate matter less than 10 microns in diameter PM2.5 particulate matter less than 2.5 microns in diameter ppm parts per million
ROG reactive organic gases
RTP/SCS Regional Transportation Plan/Sustainable Communities Strategy SB Senate Bill
SRA source receptor area
SCAB South Coast Air Basin
SCAQMD South Coast Air Quality Management District
SCAG Southern California Association of Governments
sf square foot
SO4‐2 sulfates
SO2 sulfur dioxide
TAC toxic air contaminant
C2H3Cl vinyl chloride
VOC volatile organic compound
City of Rialto Olive Avenue Development
Air Quality Assessment
July 2021
Page | 1
1 INTRODUCTION

This report documents the results of an Air Quality Assessment completed for the Olive Avenue Development (Project). The purpose of this Air Quality Assessment is to evaluate the potential construction and operational emissions associated with the Project and determine the level of impact the Project would have on the environment.

1.1 Project Location

The Project site is located north of Baseline Road and east of Fitzgerald Avenue in the City of Rialto, in San Bernardino County. The project site is located southeast of Rialto Municipal Airport and south of Jerry Eaves Park. The project site is currently vacant and is bounded by Jerry Eaves Publi c Park to the north,
vacant land and single‐family residential uses to the east, West Baseline Road and single‐family residential uses to the south, and vacant land and industrial uses to the west. The 31.6‐acre site is located approximately one‐mile south the Foothill Freeway (SR‐210), Seven miles east of Interstat e 15 (I‐15), One mile north of Route 66 (RTE‐66), and Five miles west of San Bernardino Freeway (SR‐215); refer to Exhibit 1: Regional Location Map and Exhibit 2: Project Vicinity Map.

1.2 Project Description

The Project is proposing to develop an existing vacant property (location as referenced above) that would include the construction of a campus oriented industrial project with two primary, divisible, buildings consisting of approximately 10,000 square feet of office/mezzanine space, 866 square feet for exterior building sprinkler fire pumps, and 668,741 square feet of warehouse space for a total of 679 ,607 square
feet on approximately 31.08 net acres. The Owner is proposing to split the existing property (referenced as Assessor Parcel No. (APN) 0264‐213‐18) from one large lot into two lots to allow for each of the two proposed buildings to each have their own legal parcel.

As shown in Exhi
bit 3: Conceptual Site Plan, Building 1 (west building) and Building 2 (east building) have been architecturally designed to allow for multiple units in various increments based on tenant demand.

Exhibit 3 shows that Building 1 can be divided into 4 or more units and Building 2 can be divided into 3 or more units, each with a separate point of entry into the buildings.

Existing General Plan Land Use and Zoning Designations

The Project site is zoned for Industrial Park land Use. Adjacent properties to the north are zoned for open space resources and open space recreation uses. Properties to the west are zon ed for a specific site plan:

Renaissance site. The properties to the south are zoned for residential and open space resources.

Properties zoned for residential and Community commercial are due east of the Project site.

Warehouse Facility

The proposed Project consists of two warehouse buildings for a total of 679,390 square feet; ref er to Table
1: Building Summary. Building “1” would include 425,148 square feet of warehouse area, 5,000 square feet of office space, and 433 feet designated for a fire pump. Building “2” would include 243,376 square feet of warehouse area, 5,000 square feet of office space, and 433 feet designated for a fire pump.

City of Rialto Olive Avenue Development
Air Quality Assessment
July 2021
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Table 1: Building Summary
Building
Warehouse
(sf)
Office
Mezzanine
(sf)
Fire
Pump
(sf)
Total
Building
(sf)
Parking
Landscaping
(sf) Automobiles Truck/Trailer
Stalls
Loading
Docks
1 425,148 5,000 433 430,581 308 64 48 97,826
2 243,593 5,000 433 249,026 197 58 31 79,031
Notes: sf = square feet

Site Access

Vehicular access provisions for the project site would consist of three driveways on Baseline Road.

Passenger vehicles would access the site via all three driveways. The center driveway would be signalized and would provide truck and passenger vehicle ingress/egress to the site. The eastern and western driveways would be right‐in right‐out and would be dedi cated to passenger and emergency vehicles.

Street improvements to Baseline Road may consist of the following: sidewalk, parkway landscaping, curb and gutter, median improvements, bike lanes, dry utility undergrounding, streetlights, fire hydrants, traffic signal equipment (center driveway intersection), rehabilitation of existing asphalt pavement, offsite utility conne
ctions, and signing and striping, as required by the City. Off‐site improvements would include construction of a new signalized intersection at Idyllwild Avenue and Baseline Road to provide signalized access to the residences south of Baseline Road and construction of a new signalized intersection at the center of the Project along Baseline Roa d to allow for direct truck access into and out of the Project.

Parking

The Project provides 505 automobile parking stalls, exceeding the requirement of 414 automobile parking stalls. Additionally, 122 trailer parking spaces and 79 loading docks are provided.

Landscaping

Landscaping is required by City code to cover 10% of each lot and based on the proposed Project would cover approxi
mately 12.27% (97,826 square feet) on Parcel 1 and 14.17% (79,031 square feet) on Parcel 2 of the site. Landscaping would be installed in all areas not devoted to buildings, parking, traffic and specific user requirem ents, in accordance with the City’s Municipal Code Section 18.61.250 and Section

18.61.270 which specify landscape design guidelines for industrial districts.

Not to scale
Exhibit 1 : Regional Location Map
Rialto, CA
Project Site
Rialto, CA
Source: Google Maps, 2019
Exhibit 2: Project Vicinity Map
Rialto, CA
Not to scale
Project
Location
Baseline Rd
Fitzgerald Ave
Cactus Ave
Source: Google Earth, 2019
Ayala Dr
Jerry Eaves
Park
S.B.C.F .C.D.

Basin
Century
Village West
S.B.C.F .C.D.

Basin
Existing Residential
Industrial

ROCK
ROCK

RIP RAP

RIP RAP
1370
1375
1369
1371
1372
1373
1374
1376
1377
1360
1358
1359
1361
1362
1363
1364
1380
1381
1382
1375
1380
1374
1376
1377
1378
1379
1381
1382
1365
1370
1366
1367
1368
1369
1371
1372
1370 1369137113721373
1380
1381
1382
1383

B A S E L I N E R O A D
60'
400'-0" 185'-0"

59.75'
92'-7"
362'-0"185'-0"
55'

73.22'1,086'-0"
673'-0"
60'

PROPOSED SPECULATIVE
WAREHOUSE BUILDING 2

TYPE III-B FULLY SPRINKLERED
B / S1 / F1 OCCUPANCY

PROPOSED SPECULATIVE
WAREHOUSE BUILDING 1

TYPE III-B FULLY SPRINKLERED
B / S1 / F1 OCCUPANCY

EV EVEV EV EV EV EV EV EV EV EV EV EV EV EV EV EV EVEV EVEV EV EV EV 110
40 49
34 57
92'-9"86'-6"
30'-0" 76'-0"
20' 26' 20' 10'
20' 26' 20' 11.4'
10'26'20'10.5'
26'-0"
24'36'
26'-0" 40'-0"
48 DOCK DOORS
31 DOCK DOORS
58 TRUCK PARKING SPACES
64 TRUCK PARKING SPACES
FP
FP
TRASH
TRASH
30'-0"24'36'172'-0" 504'-7" 273'-0" 333'-0" 39'-3"
54 EV EV

1. PAINTED CONCRETE TILT-UP WAREHOUSE / OFFICE / MANUFACTURING FACILITY.

2. SHADED AREA: PROPOSED IRRIGATED LANDSCAPING PER CITY AND SPECIFIC PLAN GUIDELINES WITH MIN 6" CONCRETE CURBS AT ALL PERIMETERS.

3. PAINTED CONCRETE TRASH ENCLOSURE. SCREEN WALLS SHALL BE MIN. 6'-0" HIGH.

4. TYPICAL STANDARD PARKING STALL MIN. 9' X 18' - STRIPE PER CITY STANDARDS.

5. NEW 10'-0" TO 12'-0" CONCRETE TILT-UP SCREEN WALLS AT TRUCK YARD ENTRY. SEE ELEVATIONS FOR MINIMUM HEIGHTS. (MAX EXPOSED WALL FROM STREET SHALL BE 8'-0")

6. EXISTING FENCE TO REMAIN.

7. NEW 8'-0" HIGH TUBULAR STEEL SLIDING GATE INTO THE TRUCK COURT.

8. TRANSFORMER PAD LOCATION.

9. ACCESSIBLE PRIMARY ENTRANCE TO THE BUILDING.

10. BIKE RACK FOR BIKE POSITIONS PER RACK.

11. TYPICAL (EV) ELECTRIC CAR , (VP) VANPOOL AND (CP) CARPOOL PARKING POSITIONS

12. NEW DRIVE WAY APRON PER CITY STANDARD WITH ENHANCED DECORATIVE PAVING AT DRIVEWAY APPROACH WITH 2'-0" WIDE SMOOTH CONCRETE BAND.

13. PROPOSED UNDERGROUND PERFORATED INFILTRATION CHAMBERS FOR WATER QUALITY.

14. NEW 8'-0" HIGH TUBULAR STEEL FENCE PAINTED BLACK.

15. 12' TO 13'-0" HIGH CONCRETE RETAINING WALL
KEYNOTES 000
45'-6"

AUTO / TRUCK

DRIVEWAY
AUTO

DRIVEWAY

ELECTRICAL
ROOM

ELECTRICAL
ROOM
T T
TYP.9' 9' 9' 9' 9' 9'TYP. TYP.9' 9' 9' 9' 9' 9'TYP.
1 1
GATE
GATE
PROPERTY LINE 276.15'
PROPERTY LINE 1285.19'
PROPERTY LINE 1321.90'
PROPERTY LINE 735.60'
PROPERTY LINE 811.93'
PROPERTY LINE 749.91'PROPERTY LINE 258.03'
2 2
2 2 2
2 3 3
4 4
4 5 5 55
6660'-3 1/2"
14 14
2 8 8
9 9
1011 11
12 12 12
13 13
6 14
14 277'-8 3/4"

NEW TUBE STEEL FENCE
390'-8"NEW TUBE STEEL FENCE
769'-1"
14 NEW TUBE STEEL FENCE
14 14
14 1414
10'

NEW TUBE STEEL FENCE

SITE LEGEND:

ON-SITE LANDSCAPED AREA

OFF-SITE LANDSCAPED AREA

SITE PROPERTY LINES

CITY CURB AND GUTTER LINES

STREET CENTERLINES

ON-SITE CURB LINES

ON-SITE PARKING AND TRAILER STRIPPING
FUTURE

ENTRY POINT
FUTURE

ENTRY POINT

ENTRY POINT ENTRY POINT
20'
10'-10"
57 4
77 10
104
901'-5"
15 15
267'-8 1/2"
15 15
390'-8"
15 15
787'-11 3/4"
15 15
719'-2 3/4"
15 15

CONCRETE RETAINING WALL

CONCRETE RETAINING WALL
20'-0" 26'-0" 20'-0"17'-0"
Exhibit 3 : Conceptual Site Plan
Rialto, CA
Not to scale
Source: RGA, Ofﬁce of Architectural Design, Inc.

EXISTING EASEMENTS/EXCEPTIONS:

ZONING DATA:

EXISTING ZONE: I-AR AIRPORT RELATED INDUSTRIAL SPECIFIC PLAN EXISTING LAND USE: VACANT
PROPOSED ZONE: I-AIR AIRPORT RELATED INDUSTRIAL SPECIFIC PLAN PROPOSED LAND USE: INDUSTRIAL
BASIS OF BEARINGS:

UTILITY PURVEYORS:

PROJECT NARRATIVE:

THE PROPOSED PROJECT IS A SUBDIVISION OF 1 EXISTING PARCEL IN

IN ADDITION, THIS PROJECT REQUIRES VACATION OF THE EXISTING S

FLOOD CONTROL DISTRICT EASEMENT ALONG WITH RIGHT OF WAY

BASELINE ROAD AND A LANDSCAPE EASEMENT ALONG PROJECT FR PUBLIC EASEMENTS ARE CONTEMPLATED TO BE REQUIRED.

EXISTING NUMBER OF LOTS: 1
EXISTING ACREAGE: 31.60 ACRES
PROPOSED NUMBER OF LOTS: 2
TOTAL SUBDIVISION ACREAGE: 31.34 ACRES
PROPOSED DEDICATION: 0.26 ACRES
SEE PRELIMINARY TITLE REPORT BY CHICAGO TITLE COMPANY, ORDER NO. 00108438-987-OC1-K27 DATED APRIL 23, 2019. ITEMS LISTED BELOW ARE SHOWN IN THE PRELIMINARY TITLE REPORT AND PLOTTABLE ITEMS ARE DENOTED THUS: WITH LOCATIONS KEYED THE SAME HEREON.

A. PROPERTY TAXES, WHICH ARE A LIEN NOT YET DUE AND PAYABLE, INCLUDING ANY ASSESSMENTS COLLECTED WITH TAXES TO BE LEVIED FOR THE FISCAL YEAR 2019-2020.

B. THE LIEN OF SUPPLEMENTAL OR ESCAPED ASSESSMENTS OF PROPERTY TAXES, IF ANY, MADE PURSUANT TO THE PROVISIONS OF CHAPTER 3.5 (COMMENCING WITH SECTION 75) OR PART 2, CHAPTER 3, ARTICLES 3 AND 4, RESPECTIVELY, OF THE REVENUE AND TAXATION CODE OF THE

STATE OF CALIFORNIA AS A RESULT OF THE TRANSFER OF TITLE TO THE VESTEE NAMED IN

SCHEDULE A OR AS A RESULT OF CHANGES IN OWNERSHIP OR NEW CONSTRUCTION OCCURRING PRIOR TO DATE OF POLICY.

1. WATER RIGHTS, CLAIMS OR TITLE TO WATER, WHETHER OR NOT DISCLOSED BY THE PUBLIC RECORDS.

AFFECTS: SUBJECT PROPERTY; NOT OF A PLOTTABLE NATURE.

2. EASEMENT(S) FOR THE PURPOSE(S) SHOWN BELOW AND RIGHTS INCIDENTAL THERETO, AS GRANTED IN A DOCUMENT:

GRANTED TO: SAN BERNARDINO COUNTY FLOOD CONTROL DISTRICT PURPOSE: ROAD
RECORDING DATE: DECEMBER 30, 1946
RECORDING NO: BOOK 1974, PAGE 227 OFFICIAL RECORDS
AFFECTS: AS DESCRIBED THEREIN

3. DISCREPANCIES, CONFLICTS IN BOUNDARY LINES, SHORTAGE IN AREA, ENCROACHMENTS, OR

ANY OTHER MATTERS SHOWN ON
MAP: RECORD OF SURVEY
RECORDING NO: BOOK 75, PAGE 55

4. THE LAND DESCRIBED HEREIN IS INCLUDED WITHIN A PROJECT AREA OF THE REDEVELOPMENT

AGENCY SHOWN BELOW, AND THAT PROCEEDINGS FOR THE REDEVELOPMENT OF SAID PROJECT

HAVE BEEN INSTITUTED UNDER THE REDEVELOPMENT LAW (SUCH REDEVELOPMENT TO PROCEED ONLY AFTER THE ADOPTION OF THE REDEVELOPMENT PLAN) AS DISCLOSED BY A DOCUMENT.

PROJECT: RIALTO INDUSTRIAL REDEVELOPMENT PROJECT AREA
RECORDING DATE: AUGUST 23, 1989
RECORDING NO: 89-308985 OFFICIAL RECORDS

5. THE LAND DESCRIBED HEREIN IS INCLUDED WITHIN A PROJECT AREA OF THE REDEVELOPMENT

AGENCY SHOWN BELOW, AND THAT PROCEEDINGS FOR THE REDEVELOPMENT OF SAID PROJECT

HAVE BEEN INSTITUTED UNDER THE REDEVELOPMENT LAW (SUCH REDEVELOPMENT TO PROCEED ONLY AFTER THE ADOPTION OF THE REDEVELOPMENT PLAN) AS DISCLOSED BY A DOCUMENT.

PROJECT: THE MERGED AGUA MANSA, CENTRAL BUSINESS DISTRICT,

GATEWAY, AND INDUSTRIAL REDEVELOPMENT PROJECTS
RECORDING DATE: JULY 10, 2002
RECORDING NO: 2002-0355175 OFFICIAL RECORDS

6. A DEED OF TRUST TO SECURE AN INDEBTEDNESS IN THE AMOUNT SHOWN BELOW, AMOUNT: $23,875,000.00
DATED: JANUARY 10, 2008
TRUSTOR/GRANTOR: OAKMONT RIALTO OLIVE GROVE, LLC, A DELAWARE LIMITED LIABILITY COMPANY: PRLAP, INC.

BENEFICIARY: BANK OF AMERICA, N.A.

RECORDING DATE: JANUARY 10, 2008
RECORDING NO: 2008-12597 OFFICIAL RECORDS

AN AGREEMENT TO MODIFY THE TERMS AND PROVISIONS OF SAID DEED OF TRUST AS THEREIN

PROVIDED
RECORDING DATE: MARCH 03, 2009
RECORDING NO: 2009-0088421 OFFICIAL RECORDS

AN AGREEMENT TO MODIFY THE TERMS AND PROVISIONS OF SAID DEED OF TRUST AS THEREIN

PROVIDED
RECORDING DATE: JANUARY 14, 2010
RECORDING NO: 2010-0016676 OFFICIAL RECORDS

7. ANY RIGHT, INTEREST OR CLAIM THAT MAY EXIST, ARISE OR BE ASSERTED AGAINST THE TITLE UNDER OR PURSUANT TO THE PERISHABLE AGRICULTURAL COMMODITIES ACT OF 1930, AS AMENDED, 7 USC 499A ET SEQ., THE PACKERS AND STOCKYARD ACT OF 1921, AS AMENDED, 7 USC 181 ET SEQ., OR ANY SIMILAR STATE LAWS.

8. ANY RIGHTS OF THE PARTIES IN POSSESSION OF A PORTION OF, OR ALL OF, SAID LAND, WHICH RIGHTS ARE NOT DISCLOSED BY THE PUBLIC RECORDS.

THE COMPANY WILL REQUIRED, FOR REVIEW, A FULL AND COMPLETE COPY OF ANY

UNRECORDED AGREEMENT, CONTRACT, LICENSE AND/OR LEASE, TOGETHER WILL ALL

SUPPLEMENTS, ASSIGNMENTS AND AMENDMENTS THERETO, BEFORE ISSUING ANY POLICY OF TITLE INSURANCE WITHOUT EXCEPTING THIS ITEM FROM COVERAGE.

THE COMPANY RESERVES THE RIGHT TO EXCEPT ADDITIONAL ITEMS AND/OR MAKE ADDITIONAL REQUIREMENTS AFTER REVIEWING SAID DOCUMENTS.

9. ANY EASEMENTS NOT DISCLOSED BY THE PUBLIC RECORDS AS TO MATTERS AFFECTING TITLE TO REAL PROPERTY, WHETHER OR NOT SAID EASEMENTS ARE VISIBLE AND APPARENT. 2 SEWER: CITY OF RIALTO WATER SERVICES (909) 8
WATER: CITY OF RIALTO WATER SERVICES (909) 8
GAS: SOUTHERN CALIFORNIA GAS CO. (800) 4
ELECTRIC: SO. CAL. EDISON ELECTRICAL (800) 6 PHONE: AT&T (510) 6
STORM: SB COUNTY DEPT. OF PUBLIC WORKS (909) 3

THE BASIS OF BEARING FOR THIS SURVEY IS THE CALIFORNIA STATE PL SYSTEM, ZONE 6, EPOCH 1992.88, BASED LOCALLY ON THE WESTERL SHOWN ON TRACT 30857-1, M.B. 371/28-38. BEARING: NORTH 00°47 PROPOSED LOT SUMMARY:

PARCEL 1: 18.86 ACRES / 821,523 SQ. FT
PARCEL 2: 12.48 ACRES / 543,801 SQ. FT
TOTAL: 31.34 ACRES / 1,365,324 SQ. FT
ABBREVIATIONS:

AC ACRES

APN ASSESSOR'S PARCEL NUMBER

BLDG BUILDING

ESMT EASEMENT

EX EXISTING

LS LANDSCAPE

N'LY NORTHERLY

PL PROPERTY LINE

POC POINT OF CONNECTION

PROP PROPOSED

R/W RIGHT-OF-WAY

S/W SIDEWALK

S'LY SOUTHERLY

SF SQUARE FEET

TYP TYPICAL

PROPOSED EASEMENT DEDICATION

A RIGHT OF WAY DEDICATION

LANDSCAPE EASEMENT
#
ADDITIONAL NOTES:

A. INDICATES SAN BERNARDINO COUNTY FLOOD CONTROL DISTRICT BY QUITCLAIM DEED RECORDED JANUARY 23, 1981, INSTRUMENT NO. 81-019914 OFFICIAL RECORDS B. INDICATED PORTION GRANTED TO THE COUNTY OF SAN BERNARDINO BY DEED RECORDED SEPTEMBER 13, 1956 IN BOOK 4036, PAGE 11 OFFICIAL RECORDS.

A
B
City of Rialto Olive Avenue Development
Air Quality Assessment
July 2021
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2 ENVIRONMENTAL SETTING

2.1 Climate and Meteorology

The California Air Resources Board (CARB) divides the State into 15 air basins that share similar meteorological and topographical features. The Project is located within the South Coast Air Basin (SCAB), which includes the non‐desert portions of Los Angeles, Riverside, and San Bernardino counties, as well as all of Orange County. The SCAB is on a coast al plain with connecting broad valleys and low hills, bounded by the Pacific Ocean on the southwest and high mountains forming the remainder of the perimeter1. Air quality in this area is determined by such natural factors as topography, meteorology, and climate, in addition to the presence of existing air pollution sources and ambient conditions. These factors along with applicable regulations are discussed below.

The SCAB is part of a semi‐permanent high‐pressure zone in th e eastern Pacific. As a result, the climate is mild and tempered by cool sea breezes. This usually mild weather pattern is occasionally interrupted by periods of extreme heat, winter storms, and Santa Ana winds. The annual average temperature throughout the 6,645‐square‐mile SCAB ranges from low 60 to high 80 degr ees Fahrenheit with little variance. With more oceanic influence, coastal areas show less variability in annual minimum and maximum temperatures than inland areas.

Contrasting the steady pattern of temperature, rainfall is seasonally and annually highly variable. Almost all annual rainfall occurs between the months of November and April. Summer rainfall is reduced to widely scattered thundershowers near the coast, with slightly heavier activity in the east and over the mountains.

Although the SCAB has a semiarid clima
te, the air closer to the Earth’s surface is typically moist because of the presence of a shallow marine layer. Except for occasional periods when dry, continental air is brought into the SCAB by offshore winds, the “ocean effect” is dominant. Periods of heavy fog are frequent and low clouds known as hi gh fog are characteristic climatic features, especially along the coast.

Annual average humidity is 70 percent at the coast and 57 percent in the eastern portions of the SCAB.

Wind patterns across the SCAB are characterized by westerly or southwesterly on‐shore winds during the day and easterly or northeasterly b
reezes at night. Wind speed is typically higher during the dry summer months than during the rainy winter. Between periods of wind, air stagnation may occur in both the morning and evening hours. Air stagnation is one of the critical determinants of air quality conditions on any given day . During winter and fall, surface high‐pressure systems over the SCAB, combined with other meteorological conditions, result in very strong, downslope Santa Ana winds. These winds normally continue for a few days before predominant meteorological conditions are reestablished.

The mountain ranges to the east affect the diffusion of pollutants by inhi biting the eastward transport of
pollutants. Air quality in the SCAB generally ranges from fair to poor and is similar to air quality in most of coastal Southern California. The entire region experiences heavy concentrations of air pollutants during prolonged periods of stable atmospheric conditions.

In addition to the characteristic wind pa
tterns that affect the rate and orientation of horizontal pollutant transport, two distinct types of temperature inversions control the vertical depth through which air pollutants are mixed. These inversions are the marine inversion and the radiation inversion. The height of

1 South Coast Air Quality Management District, CEQA Air Quality Handbook, 1993.

City of Rialto Olive Avenue Development
Air Quality Assessment
July 2021
Page | 7
the base of the inversion at any given time is called the “mixing height.” The combination of winds and inversions is a critical determinant leading to highly degraded air quality for the SCAB in the summer and generally good air quality in the winter.

2.2 Air Pollutants of Concern

The air pollutants emitted into the ambient air by stationary and mobile sources are regulated by state and federal laws. These regulated air pollutants are known as “criteria air pollutants” and are categorized into primary and secondary pollutants.

Primary air pollutants are emitted directly from sources. Carbon monoxide (CO), reactive or ganic gases
(ROG), nitrogen oxide (NOX), sulfur dioxide (SO2), coarse particulate matter (PM10), fine particulate matter (PM2.5), and lead are primary air pollutants. Of these, CO, NOX, SO2, PM10, and PM2.5 are criteria pollutants.

ROG and NOX are criteria pollutant precursors and form secondary criteria pollutants through chemical and photochemical reactions in the atmosphere. For example, the criteria pollutant ozone (O3) is formed by a chemical reaction between ROG and NOX in the presence of sunlight. O3 and nitrogen dioxide (NO2) are the principal secondary pollutants. Sources and health effects commonly associated with criteria pollutants are summarized in Table 2: Air Contaminants and Associated Public Health Concerns.

Toxic Air Contaminants

Toxic air contaminants (TACs) are airborne substances that can cause short‐term (acute) or long‐term (i.e. chronic, carcinogenic or cancer causing) adverse human health effects (i.e. injury or illness). TACs include both organic and inorganic chemical substances. They may be emitted from a variety of common sources inclu
ding gasoline stations, automobiles, dry cleaners, industrial operations, and painting operations. The current California list of TACs includes more than 200 compounds, including particulate emissions from diesel‐fueled engines.

CARB identified diesel particulate matter (DPM) as a toxic air contaminant. DPM differs from other TACs in that it is not a single subst ance but rather a complex mixture of hundreds of substances. Diesel exhaust is a complex mixture of particles and gases produced when an engine burns diesel fuel. DPM is a concern because it causes lung cancer; many compounds found in diesel exhaust are carcinogenic. DPM includes the particle‐ph ase constituents in diesel exhaust. The chemical composition and particle sizes of DPM vary between different engine types (heavy‐duty, light‐duty), engine operating conditions (idle, accelerate, decelerate), fuel formulations (high/low sulfur fuel), and the year of the engine. Some short‐term (acute) effects of diesel exhaust include eye, nose, throat, and lung irritation, and diesel exhaust can cause coughs, headaches, lig
ht‐headedness, and nausea. DPM poses the greatest health risk among the TACs.

Almost all diesel exhaust particle mass is 10 microns or less in diameter. Due to their extremely small size, these particles can be inhaled and eventually trapped in the bronchial and alveolar regions of the lun g.

City of Rialto Olive Avenue Development
Air Quality Assessment
July 2021
Page | 8
Table 2: Air Contaminants and Associated Public Health Concerns Pollutant Major Man‐Made Sources Human Health Effects Particulate Matter
(PM10 and PM2.5)
Power plants, steel mills, chemical plants,
unpaved roads and parking lots, wood‐
burning stoves and fireplaces, automobiles
and others.

Increased respiratory symptoms, such as
irritation of the airways, coughing, or difficulty
breathing; asthma; chronic bronchitis; irregular
heartbeat; nonfatal heart attacks; and
premature death in people with heart or lung
disease. Impairs vis ibility.

Ozone (O3) Formed by a chemical reaction between
reactive organic gases/volatile organic
compounds (ROG or VOC)1 and nitrogen
oxides (NOX) in the presence of sunlight.

Motor vehicle exhaust industrial emissions,
gasoline storage and transport, solvents,
paints and landfills.

Irritates and causes inflammation of the
mucous membranes and lung airways; causes
wheezing, coughing, and pain when inhaling
deeply; decreases lung capacity; aggravates
lung and heart problems. Damages plants;
reduces crop yield.

Sulfur Dioxide (SO2) A colorless gas formed when fuel containing sulfur is burned and when gasoline is
extracted from oil. Examples are petroleum
refineries, cement manufacturing, metal
processing facilities, locomotives, and ships.

Respiratory irritant. Aggravates lung and heart
problems. In the presence of moisture and
oxygen, sulfur dioxide converts to sulfuric acid
which can damage marbl e, iron and steel.

Damages crops and natural vegetation. Impairs
visibility. Precursor to acid rain.

Carbon Monoxide (CO) An odorless, colorless gas formed when carbon in fuel is not burned completely; a
component of motor vehicle exhaust.

Reduces the ability of blood to deliver oxygen
to vital tissues, affecting the cardiovascular and
nervous system. Impairs vision, causes
dizziness, and can lead to unconsciousness or
death.

Nitrogen Dioxide (NO2) A reddish‐brown gas formed during fuel combustion for motor vehicles and
industrial sources. Sources include motor
vehicles, electric utilities, and other sources
that burn fuel.

Respiratory irritant; aggravates lung and heart
problems. Precursor to O3. Contributes to
global warming and nutrient overloading which
deteriorates water quality. Causes brown
discoloration of the atmosphere.

Lead (Pb) Lead is a metal found naturally in the environment as well as in manufactured
products. The major sources of lead
emissions have historically been motor
vehicles (such as cars and trucks) and
industrial sources. Due to the phase out of
leaded gasoline, metals processing is the
major source of le ad emissions to the air
today. The highest levels of lead in air are
generally found near lead smelters. Other
stationary sources are waste incinerators,
utilities, and lead‐acid battery
manufacturers.

Exposure to lead occurs mainly through
inhalation of air and ingestion of lead in food,
water, soil, or dust. It accumulates in the blood,
bones, and soft ti
ssues and can adversely affect
the kidneys, liver, nervous system, and other
organs. Excessive exposure to lead may cause
neurological impairments such as seizures,
mental retardation, and behavioral disorders.

Even at low doses, lead exposure is associated
with damage to the nervous systems of fe tuses
and young children, resulting in learning
deficits and lowered IQ.
1 Volatile Organic Compounds (VOCs or Reactive Organic Gases [ROG]) are hydrocarbons/organic gases that are formed solely of hydrogen and carbon. There are several subsets of organic gases including ROGs and VOCs. Both ROGs and VOCs are emitted from the incomplete combustion of hydrocarbons or other carbon‐based fuels. The major sources of hydroca rbons are combustion engine exhaust, oil refineries, and oil‐fueled power plants; other common sources are petroleum fuels, solvents, dry cleaning solutions, and paint (via evaporation).

Source: California Air Pollution Control Officers Association (CAPCOA), Health Effects, http://www.capcoa.org/health‐effects/, Accessed March 18, 2020.

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Ambient Air Quality

CARB monitors ambient air quality at approximately 250 air monitoring stations across the State. These stations usually measure pollutant concentrations ten feet above ground level; therefore, air quality is often referred to in terms of ground‐level concentrations. Existing levels of ambient air quality, historical trends, and projections ne ar the Project are documented by measurements made by the South Coast Air Quality Management District (SCAQMD), the air pollution regulatory agency in the SCAB that maintains air quality monitoring stations which process ambient air quality measurements.

Pollutants of concern in the SCAB include O3, PM10, and PM2.5. The closest air monitoring station to the Project that monitors ambient concentrations of these pollutants is the Upland Monitoring Station (located approximately 1.1 miles to the northwest). Local air quality data from 2017 to 2019 are provided in Table 3: Ambient Air Quality Data, which lists the monitored maximum concentrations and num ber of exceedances of state or federal air quality standards for each year.

Table 3: Ambient Air Quality Data
Criteria Pollutant 2017 2018 2019
Ozone (O3) 1
1‐hour Maximum Concentration (ppm) 0.150 0.133 0.131 8‐hour Maximum Concentration (ppm) 0.127 0.111 0.107 Number of Days Standard Exceeded
CAAQS 1‐hour (>0.09 ppm) 66 25 31
NAAQS 8‐hour (>0.070 ppm) 87 52 52
Carbon Monoxide (CO) 1
1‐hour Maximum Concentration (ppm) 1.87 1.73 1.45
Number of Days Standard Exceeded
NAAQS 1‐hour (>35 ppm) 0 0 0
CAAQS 1‐hour (>20 ppm) 0 0 0
Nitrogen Dioxide (NO2) 1
1‐hour Maximum Concentration (ppm) 0.0641 0.0587 0.0579 Number of Days Standard Exceeded
NAAQS 1‐hour (>0.100 ppm) 0 0 0
CAAQS 1‐hour (>0.18 ppm) 0 0 0
Particulate Matter Less Than 10 Microns (PM10) 1
National 24‐hour Maximum Concentration 106.5 156.6 125.9 State 24‐hour Maximum Concentration — — —
State Annual Average Concentration (CAAQS=20 µg/m3) — — — Number of Days Standard Exceeded
NAAQS 24‐hour (>150 µg/m3) 0 1 0
CAAQS 24‐hour (>50 µg/m3) — — —
Particulate Matter Less Than 2.5 Microns (PM2.5) 1
National 24‐hour Maximum Concentration — — —
State 24‐hour Maximum Concentration 53.2 47.9 91.1
Number of Days Standard Exceeded
NAAQS 24‐hour (>35 µg/m3) — — —
NAAQS = National Ambient Air Quality Standards; CAAQS = California Ambient Air Quality Standards; ppm = parts per million; µg/m3 = micrograms per cubic meter; – = insufficient data available to determine value 1 Measurements taken at the Upland Monitoring Station at 24302 4th street, San Bernardino, California (CARB# 36175) Source: All pollutant measurements are from the CARB Aerometric Data Analysis and Management system database (https://www.arb.ca.gov/adam) except for CO, which were retrieved from the CARB Air Quality and Meteorological Information System (https://www.arb.ca.gov/aqmis2/aqdselect.php, https://www.arb.ca.gov/qaweb/siteinfo.php).

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2.3 Sensitive Receptors

Sensitive populations are more susceptible to the effects of air pollution than is the general population.

Sensitive receptors that are in proximity to localized sources of toxics are of particular concern. Land uses considered sensitive receptors include residences, schools, playgrounds, childcare centers, long‐term health care facilities, rehabilitation centers, convalescent centers, and retir ement homes. Sensitive land uses surrounding the Project consist mostly of single‐family residential communities. Sensitive land uses nearest to the Project are shown in Table 4: Sensitive Receptors.

Table 4: Sensitive Receptors
Receptor Description Distance and Direction from the Project Single‐Family Residential Community 90 feet to the south Single‐Family Residential Community 800 feet to the east Jerry Eaves Park 870 feet to the north
Single‐Family Residential Community 1,600 feet to the north Winchester Senior Home II 1,500 feet to the northeast
La Petite Academy of Rialto 1,900 feet to the east
Helen L. Dollahan Elementary School 2,100 feet to the south Flores Park 2,400 feet to the South
Camino Nuevo Church 2,500 feet to the southeast
Eisenhower Senior High School 3,000 feet to the east
Dunn Elementary School 4,000 feet to the southeast
Source: Google Earth

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3 REGULATORY SETTING

3.1 Federal

Federal Clean Air Act

Air quality is federally protected by the Federal Clean Air Act (FCAA) and its amendments. Under the FCAA, the United States Environmental Protection Agency (EPA) developed the primary and secondary National Ambient Air Quality Standards (NAAQS) for the criteria air pollutants including O3, NO2, CO, SO2, PM10, PM2.5, and lead. Proposed projects in or near nonattainment areas could be subject to more stringent air‐ permitting requirements. The FCAA requires each state to prepare a State Implementation Plan to demonstrate how it will attain the NAAQS within the federally imposed deadlines.

The EPA can withhold certain transportation funds from states that fail to comply with the plann ing
requirements of the FCAA. If a state fails to correct these planning deficiencies within two years of Federal notification, the EPA is required to develop a Federal implementation plan for the identified nonattainment area or areas. The provisions of 40 Code of Federal Reg ulations Parts 51 and 93 apply in all nonattainment and maintenance areas for transportation‐related criteria pollutants for which the area is designated nonattainment or has a maintenance plan. The EPA has designated enforcement of air pollution control regulations to the individual states. Applicable federal standards are summarized in Table 5: State and Federal Ambient Air Quality S tandards.

3.2 State of California

California Air Resources Board

CARB administers the air quality policy in California. The California Ambient Air Quality Standards (CAAQS) were established in 1969 pursuant to the Mulford‐Carrell Act. These standards, included with the NAAQS in Table 5, are generally more stringent and apply to more pollutants than the NAAQS. In addition to the criteria pollutants, CAAQS have been established for visibility reducing particulates, hydrogen sulfide, and sulfates.

The California Clean Air Act (CCAA), which was approved in 1988, requires that each local air district prepare and maintain an Air Quality Management Plan (AQMP) to achieve compliance with CAAQS. These AQMPs also serve as the basi
s for the preparation of the State Implementation Plan for meeting federal clean air standards for the State of California. Like the EPA, CARB also designates areas within California as either attainment or nonattainment for each criteria pollutant based on whether the CAAQS have been achieved. Under the CCAA, areas are de signated as nonattainment for a pollutant if air quality data shows that a state standard for the pollutant was violated at least once during the previous three calendar years.

Exceedances that are affected by highly irregular or infrequent events such as wildfires, volcanoes, etc. are not considered violations of a state standard, an d are not used as a basis for designating areas as nonattainment. The applicable State standards are summarized in Table 5.

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Table 5: State and Federal Ambient Air Quality Standards Pollutant Averaging Time State Standards1 Federal Standards2 Ozone (O3) 2, 5, 7 8 Hour 0.070 ppm (137 µg/m3) 0.070 ppm 1 Hour 0.09 ppm (180 µg/m3) NA
Carbon Monoxide (CO) 8 Hour 9.0 ppm (10 mg/m3) 9 ppm (10 mg/m3) 1 Hour 20 ppm (23 mg/m3) 35 ppm (40 mg/m3)
Nitrogen Dioxide (NO2) 1 Hour 0.18 ppm (339 µg/m3) 0.10 ppm11 Annual Arithmetic Mean 0.030 ppm (57 µg/m3) 0.053 ppm (100 µg/m3) Sulfur Dioxide (SO2) 8
24 Hour 0.04 ppm (105 µg/m3) 0.14 ppm (365 µg/m3)
1 Hour 0.25 ppm (655 µg/m3) 0.075 ppm (196 µg/m3)
Annual Arithmetic Mean NA 0.03 ppm (80 µg/m3)
Particulate Matter (PM10) 1, 3, 6 24‐Hour 50 µg/m3 150 µg/m3 Annual Arithmetic Mean 20 µg/m3 NA
Fine Particulate Matter (PM2.5) 3, 4, 6, 9 24‐Hour NA 35 µg/m3 Annual Arithmetic Mean 12 µg/m3 12 µg/m3
Sulfates (SO4‐2) 24 Hour 25 µg/m3 NA
Lead (Pb) 10, 11
30‐Day Average 1.5 µg/m3 NA
Calendar Quarter NA 1.5 µg/m3
Rolling 3‐Month Average NA 0.15 µg/m3
Hydrogen Sulfide (H2S) 1 Hour 0.03 ppm (0.15 µg/m3) NA Vinyl Chloride (C2H3CI) 10 24 Hour 0.01 ppm (26 µg/m3) NA ppm = parts per million; µg/m3 = micrograms per cubic meter; mg/m3 = milligrams per cubic meter; – = no information available. 1 California standards for O3, carbon monoxide (except Lake Tahoe), sulfur dioxide (1‐hour and 24‐hour), nitrogen dioxide, suspended particulate matter ‐ PM10, and visibility reducing particles are values that are not to be exceeded. The standards for sulfates, Lake Tahoe carbon monoxide, lead, hydrogen sulfide, and vinyl chloride are not to be equaled or exceeded. If the standard is for a 1‐hour, 8‐hour or 24‐hour average (i.e. all standards except for lead and the PM10 annual standard), then some measurements may be excluded.

Measurements are excluded that CARB determines would occur less than once per year on the average. The Lake Tahoe carbon monoxide standard is 6.0 ppm, a level one‐half the national standard and two‐thirds the State standard. 2 National standards shown are the "primary standards" designed to protect public health. National standards other than for O3, particulates and those based on annual averages are not to be exceeded more than once a year. The 1‐hour O3 standard is attained if, during the most recent three‐year period, the average number of days per year with maximum hourly concentrations above the standard is equal to or less than one. The 8‐hour O3 standard is attained when the 3‐year average of the 4th highest daily concentrations is 0.070 ppm or less. The 24‐hour PM10 standard is attained when the 3‐year average of the 99th percentile of monitored concentrations is less than 150 µg/m3. The 24‐hour PM2.5 standard is attained when the 3‐year average of 98th percentiles is less than 35 µg/m3. 3 Except for the national particulate standards, annual standards are met if the annual average falls below the standard at every site. The national annual particulate standard for PM10 is met if the 3‐year average falls below the standard at every site. The annual PM2.5 standard is met if the 3‐year average of annual averages spatially‐averaged across officially designed clusters of sites falls below the standard.

NAAQS are set by the EPA at levels determined to be protective of public health with an adequate margin of safety. 4 On October 1, 2015, the national 8‐hour O3 primary and secondary standards were lowered from 0.075 to 0.070 ppm. An area will meet the standard if the fourth‐highest maximum daily 8‐hour O3 concentration per year, averaged over three years, is equal to or less than

0.070 ppm. EPA will make recommendations on attainment designations by October 1, 2016, and issue final designations October 1, 2017.

Nonattainment areas will have until 2020 to late 2037 to meet the health standard, with attainment dates varying based on the O3 level in the area.
5 The national 1‐hour O3 standard was revoked by the EPA on June 15, 2005. 6 In June 2002, CARB established new annual standards for PM2.5 and PM10. 7 The 8‐hour California O3 standard was approved by the CARB on April 28, 2005 and became effective on May 17, 2006. 8 On June 2, 2010, the EPA established a new 1‐hour SO2 standard, effective August 23, 2010, which is based on the 3‐year average of the annual 99th percentile of 1‐hour daily maximum concentrations. The existing 0.030 ppm annual and 0.14 ppm 24‐hour SO2 NAAQS however must continue to be used until one year following EPA initial designations of the new 1‐hour SO2 NAAQS. 9 In December 2012, EPA strengthened the annual PM2.5 NAAQS from 15.0 to 12.0 μg/m3. In December 2014, the EPA issued final area designations for the 2012 primary annual PM2.5 NAAQS. Areas designated “unclassifiable/attainment” must continue to take steps to prevent their air quality from deteriorating to unhealthy levels. The effective date of this standard is April 15, 2015. 10 CARB has identified lead and vinyl chloride as ‘toxic air contaminants’ with no threshold level of exposure below which there are no adverse health effects determined.
11 National lead standard, rolling 3‐month average: final rule signed October 15, 2008. Final designations effective December 31, 2011.

Source: South Coast Air Quality Management District, Air Quality Management Plan, 2016; California Air Resources Board, Ambient Air Quality Standards, May 6, 2016.

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3.3 Regional

South Coast Air Quality Management District

The SCAQMD is the air pollution control agency for Orange County and the urban portions of Los Angeles, Riverside, and San Bernardino Counties. The agency’s primary responsibility is ensuring that state and federal ambient air quality standards are attained and maintained in the SCAB. The SCA QMD is also responsible for adopting and enforcing rules and regulations concerning air pollutant sources, issuing permits for stationary sources of air pollutants, inspecting stationary sources of air pollutants, responding to citizen complaints, monitoring ambient air quality and meteorological conditions, awarding grants to reduce motor vehicle emissions, conducting public education cam paigns, and many other activities. All projects are subject to SCAQMD rules and regulations in effect at the time of construction.

The SCAQMD is also the lead agency in charge of developing the AQMP, with input from the Southern California Association of Governments (SCAG) and CARB. The AQMP is a compre hensive plan that includes
control strategies for stationary and area sources, as well as for on‐road and off‐road mobile sources.

SCAG has the primary responsibility for providing future growth projections and the development and implementation of transportation control measures. CARB, in coordination with federal agencies, provides the control el ement for mobile sources.

The 2016 AQMP was adopted by the SCAQMD Governing Board on March 3, 2017. The purpose of the AQMP is to set forth a comprehensive and integrated program that would lead the SCAB into compliance with the federal 24‐hour PM2.5 air quality standard, and to provide an update to the SCAQMD’s commitments towards meeting the federal 8‐hour O3 standards. The AQMP incorporates the latest scientific and technological information and planning assumptions, including the Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) and updated emission inventory methodologies for various source categories. As part of its air quality planning, SCAG has prepared the Regional Comprehensive Plan and Guide and the Connect SoCal – Th e 2020‐2045 RTP/SCS. The 2020‐2045 RTP/SCS was determined to conform to the federally mandated state implementation plan (SIP) for the attainment and maintenance of the NAAQS. The 2020‐2045 RTP/SCS will be incorporated into the forthcoming 2022 AQMP. Both the Regional Comprehensive Plan and AQMP are based, in part, on projections originatin g with county and city general plans.

The SCAQMD has published the CEQA Air Quality Handbook (approved by the SCAQMD Governing Board in 1993 and augmented with guidance for Local Significance Thresholds [LST] in 2008). The SCAQMD guidance helps local government agencies and consultants to develop environmental docu ments required by California Environmental Quality Act (CEQA) and provides identification of suggested thresholds of significance for criteria pollutants for both construction and operation (see discussion of thresholds below). With the help of the CEQA Air Quality Handbook and associated guidance, local land use planners and consultants are able to analyze and docu ment how proposed and existing projects affect air quality in order to meet the requirements of the CEQA review process. The SCAQMD periodically provides supplemental guidance and updates to the handbook on their website.

The SCAG is the regional planning agency for Los Angeles, Orange, Ventura, Riverside, San Bernardino, and Imp
erial Counties and serves as a forum for regional issues relating to transportation, the economy, community development, and the environment. Under federal law, SCAG is designated as a Metropolitan Planning Organization and under State law as a Regional Transportation Planning Agency and a Council of Governments.

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The state and federal attainment status designations for the SCAB are summarized in Table 6: South Coast Air Basin Attainment Status. The SCAB is currently designated as a nonattainment area with respect to the State O3, PM10, and PM2.5 standards, as well as the national 8‐hour O3 and PM2.5 standards. The SCAB is designated as attainment or unclassified for the remaining state and federal standards.

Table 6: South Coast Air Basin Attainment Status
Pollutant State Federal
Ozone (O3)
(1 Hour Standard) Non‐Attainment Non‐Attainment (Extreme) Ozone (O3)
(8 Hour Standard) Non‐Attainment Non‐Attainment (Extreme) Particulate Matter (PM2.5)
(24 Hour Standard) – Non‐Attainment (Serious)
Particulate Matter (PM2.5)
(Annual Standard) Non‐Attainment Non‐Attainment (Moderate) Particulate Matter (PM10)
(24 Hour Standard) Non‐Attainment Attainment (Maintenance) Particulate Matter (PM10)
(Annual Standard) Non‐Attainment –
Carbon Monoxide (CO)
(1 Hour Standard) Attainment Attainment (Maintenance) Carbon Monoxide (CO)
(8 Hour Standard) Attainment Attainment (Maintenance) Nitrogen Dioxide (NO2)
(1 Hour Standard) Attainment Unclassifiable/Attainment Nitrogen Dioxide (NO2)
(Annual Standard) Attainment Attainment (Maintenance) Sulfur Dioxide (SO2)
(1 Hour Standard) Attainment Unclassifiable/Attainment Sulfur Dioxide (SO2)
(24 Hour Standard) Attainment –
Lead (Pb)
(30 Day Standard) – Unclassifiable/Attainment
Lead (Pb)
(3 Month Standard) Attainment –
Sulfates (SO4‐2)
(24 Hour Standard) Attainment –
Hydrogen Sulfide (H2S)
(1 Hour Standard) Unclassified –
Source: South Coast Air Quality Management District, Air Quality Management Plan, 2016; United States Environmental Protection Agency, Nonattainment Areas for Criteria Pollutants (Green Book), 2018.

The following is a list of SCAQMD rules that are required of construction activities associated with the Project:

 Rule 402 (Nuisance) – This rule prohibits the discharge from any source whatsoever such quantities of air contaminants or other material which cause injury, detriment, nuisance, or annoyance to any considerable nu mber 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. This rule does not apply to odors emanating from agricultural operations necessary for the gr owing of crops or the raising of fowl or animals.

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 Rule 403 (Fugitive Dust) – This rule requires fugitive dust sources to implement best available control measures for all sources, and all forms of visible particulate matter are prohibited from crossing any property line. This rule is intended to reduce PM10 emissions from any transportation, handling, construction, or storage activity that has the potential to generate fugitive dust. PM10 suppression techniques are summarized below.
a) Portions of a construction site to remain inactive longer than a period of three months will be seeded and watered until grass cover is grown or otherwise stabilized. b) All on‐site roads are paved as soon as feasible, watered regularly, or chemically stabilized. c) All material tr ansported off‐site will be either sufficiently watered or securely covered to prevent excessive amounts of dust.
d) The area disturbed by clearing, grading, earthmoving, or excavation operations will be minimized at all times.
e) Where vehicles leave a construction site and enter adjacent public streets, the streets will be swept dail
y or washed down following the work day to remove soil from pavement.

 Rule 1113 (Architectural Coatings) – This rule requires manufacturers, distributors, and end users of architectural and industrial maintenance coatings to reduce ROG emissions from the use of these coatings, primarily by placing limits on the ROG content of various coating categories.

 Rule 2305 (Warehouse Indirect Source Rule) ‐ Rule 2305 was adopted by the SCAQ MD Governing Board on May 7, 2021 to reduce NOX and particulate matter emissions associated with warehouses and mobile sources attracted to warehouses. This rule applies to all existing and proposed warehouses over 100,000 square feet located in the SCAQMD. Rule 2305 requires warehouse operators to track annual vehicle miles traveled associated with truck trips to and from the warehouse. These tri p miles are used to calculate the warehouses WAIRE (Warehouse Actions and Investments to Reduce Emissions) Points Compliance Obligation. WAIRE Points are earned based on emission reduction measures and warehouse operators are required to submit an annual WAIRE Report which includes truck trip data and emission reduction measures.

Reduction strategies listed in the WAIRE men u include acquire zero emission (ZE) or near zero emission (NZE) trucks; require ZE/NZE truck visits; require ZE yard trucks; install on‐site ZE charging/fueling infrastructure; install onsite energy systems; and install filtration systems in residences, schools, and other buildings in the adjacent community. Warehouse operators that do not earn a sufficient nu
mber of WAIRE points to satisfy the WAIRE Points Compliance Obligation would be required to pay a mitigation fee. Funds from the mitigation fee will be used to incentivize the purchase of cleaner trucks and charging/fueling infrastructure in communities nearby.

3.4 Local

City of Rialto General Plan

The City of Rialto General Plan (RGP) is a roadmap that encompasses the hopes, aspirations, values and dreams of the community. The RGP does not mention specific standalone air quality goals and policies for the City. Instead, the RGP has goals and policies to improve air q uality through transportation
infrastructure. Since there are limited Project‐relevant policies specific to air quality, related policies are City of Rialto Olive Avenue Development
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mentioned in this section. Where inconsistencies exist, if any, they are addressed in the respective impact analysis below. RGP policies that directly address reducing and avoiding natural resources impacts include the following:

Goal 2‐9: Protect residential, schools, parks, and other sensitive land uses from the impacts associated with industrial and truckin g ‐related land uses, as well as commercial and retail areas.

Policy 2‐9.1: Require mitigation and utilize other techniques to protect residential development and other sensitive land uses near industrial land uses or within identified health risk areas from excessive noise, hazardous materials and waste releases, toxic air pollutant con centrations, and other impacts.

Policy 2‐9.2: Require all industrial development to front on an improved street with appropriate front yard setbacks, landscaping, and facade and entrance treatments.

Goal 2‐30: Incorporate green building and other sustainable building practices into development projects.

Policy 2.30.1: Explore and adopt the use of green buil ding standards and Leadership in Energy and Environmental Design (LEED) or similar in both private and public projects.

Policy 2‐30.2: Promote sustainable building practices that go beyond the requirements of Title 24 of the California Administrative Code, and encourage energy‐efficient design elements, as appropriate.

Policy 2‐30.3: Support sustainable b uilding practices that integrate building materials and methods that promote environmental quality, economic vitality, and social benefit through the design, construction, and operation of the built environment.

Goal 2‐31: Conserve energy resources.

Policy 2‐31.1: Require the incorporation of energy conservation features into the design of all new construction and site developme
nt activities.

Goal 2‐35: Reduce air pollution emissions from both mobile and stationary sources in the City.

Policy 2‐35.2: Require that new development projects incorporate design features that encourage ridesharing, transit use, park and ride facilities, and bicycle and pedestrian circulation.

Policy 2‐35.3: Establish a bal
anced land use pattern, and facilitate developments that provide jobs for City residents in order to reduce vehicle trips citywide.

Policy 2‐35.4: Require new development and significant redevelopment proposals to incorporate sufficient design and operational controls to prevent release of noxious odors beyond the limits of the developme nt site.

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Goal 2‐36: Reduce the amount of fugitive dust released into the atmosphere.

Policy 2‐36.1: Put conditions on discretionary permits to require fugitive dust controls.

Policy 2‐36.2: Support programs and policies of the SCAQMD regarding restrictions on grading operations at construction projects.

Policy 2‐36.3: Enforce regulations that do not allow ve hicles to transport aggregate or similar material upon a roadway unless the material is stabilized or covered.

Goal 2‐37: Expand public awareness regarding air pollution sources and pollutant reduction initiatives.

Policy 2‐37.1: Encourage and publicly recognize innovative approaches that improve air quality.

Policy 2‐37.2: Encourag e the participation of environmental groups, the business community, civic groups, special interest groups, and the public in the formulation and implementation of programs that effectively reduce air pollution.

Policy 2‐37.3: Provide public education to encourage local consumers to choose the cleanest paints and other non‐pollutant consumer products.

Goal 2‐38: Mitiga
te against climate change.

Policy 2‐38.1: Consult with State agencies, SCAG, and the San Bernardino Council of Governments (SBCOG) to implement Assembly Bill (AB) 32 and Senate Bill (SB) 375 by utilizing incentives to facilitate infill and transit‐oriented development.

Policy 2‐38.2: Encourage development of transi t ‐oriented and infill development, and encourage a mix of uses that foster walking and alternative transportation in Downtown and along Foothill Boulevard.

Policy 2‐38.3: Provide enhanced bicycling and walking infrastructure, and support public transit, including public bus service, the Metrolink, and the potential for Bus Rapid Transit.

Policy 2‐38.4: The City shall participate in th e San Bernardino Regional Greenhouse Inventory and Reduction Plan.

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4 SIGNIFICANCE CRITERIA AND METHODOLOGY

4.1 Air Quality Thresholds

Based upon the criteria derived from Appendix G of the CEQA Guidelines, a Project normally would have a significant effect on the environment if it would:

 Conflict with or obstruct implementation of the applicable air quality plan.  Result in a cumulatively considerable net increase of any criteria pollutant for which the Project region is in n
onattainment under an applicable state or federal ambient air quality standard.  Expose sensitive receptors to substantial pollutant concentrations.  Result in other emissions (such as those leading to odors) adversely affecting a substantial number of people.

SCAQMD Thresholds

The significance criteria established by SCAQ
MD may be relied upon to make the above determinations.

According to the SCAQMD, an air quality impact is considered significant if the Project would violate any ambient air quality standard, contribute substantially to an existing or projected air quality violation, or expose sensitive receptors to substantial pollutant concentrations. The SC AQMD has established thresholds of significance for air quality during construction and operational activities of land use development projects, as shown in Table 7: South Coast Air Quality Management District Emissions Thresholds.

Table 7: South Coast Air Quality Management District Emissions Thresholds (Maximum Pounds Per Day) Criteria Air Pollutants and Precursors Construction‐Related Operational‐Related Reactive Organic Gases (ROG) 75 55
Carbon Monoxide (CO) 550 550
Nitrogen Oxides (NOX) 100 55
Sulfur Oxides (SOX) 150 150
Coarse Particulates (PM10) 150 150
Fine Particulates (PM2.5) 55 55
Source: South Coast Air Quality Management District, South Coast AQMD Air Quality Significance Thresholds, April 2019.

Localized Carbon Monoxide

In addition to the daily thresholds listed above, development associated with the Project would also be subject to the ambient air quality standards. These are addressed though an analysis of localized CO impacts. The significance of localized impacts depends on whether ambient CO levels near the Project are above state and federal CO standards (the more stringent Californi a standards are 20 ppm for 1‐hour and
9 ppm for 8‐hour). The SCAB has been designated as attainment under the 1‐hour and 8‐hour standards.

Localized Significance Thresholds

In addition to the CO hotspot analysis, the SCAQMD developed LSTs for emissions of NO 2, CO, PM10, and
PM2.5 generated at new development sites (off‐site mobile source emissions are not included in the LST analysis). LSTs represent the maximum emissions that can be generated at a project without expecting to City of Rialto Olive Avenue Development
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cause or substantially contribute to an exceedance of the most stringent state or federal ambient air quality standards. LSTs are based on the ambient concentrations of that pollutant within the Project source receptor area (SRA), as demarcated by the SCAQMD, and the distance to the nearest sensitive receptor. LST analysis for c onstruction is applicable for all projects that disturb 5 acres or less on a single day. The City of Rialto is located within SCAQMD SRA 32. Table 8: Local Significance Thresholds for Construction/Operations, shows the LSTs for 1‐acre, 2‐acre, and 5‐acre projects in SRA 32 with sensitive receptors located within 25 meters of the Project. LSTs associated with all acreage categories are provided in Table 8 for informational purposes. Table 8 shows that the LSTs increase as acreages increase. It should be noted that LSTs are screening thresholds and are therefore conservative. The construction LST acreage is determined based daily acreage disturbed. The operational LST acreage is based on the total area of the Project site. Although the Project site is greater than five acres, the 5‐acre operational LSTs are conservatively used to eva luate the Project.

Table 8: Local Significance Thresholds for Construction/Operations (Maximum Pounds Per Day) Project Size Nitrogen Oxide
(NOx)
Carbon Monoxide
(CO)
Coarse Particulates
(PM10)
Fine Particulates
(PM2.5)
1 Acre 118/118 863/863 5/2 4/1
2 Acres 170/170 1,232/1,232 6/2 5/2
4 Acres* 237/237 1,466/1,466 12/3 7/2
5 Acres 270/270 2,193/2,193 16/4 9/2
Note: * 4 acre thresholds interpolated from 2 acre and 5 acre thresholds Source: South Coast Air Quality Management District, Localized Significance Threshold Methodology, July 2008.

4.2 Methodology

This air quality impact analysis considers construction and operational impacts associated with the Project. Where criteria air pollutant quantification was required, emissions were modeled using the California Emissions Estimator Model (CalEEMod). CalEEMod is a Statewide land use emissions computer model designed to quantify potential criteria pollutant emissions associated with both construction an d operations from a variety of land use projects. Air quality impacts were assessed according to methodologies recommended by CARB and the SCAQMD.

Construction equipment, trucks, worker vehicles, and ground‐disturbing activities associated with Project construction would generate emissions of criteria air pollutants and precursors. Daily regional construction emissions are estimate
d by assuming construction occurs at the earliest feasible date (i.e., a conservative estimate of construction activities) and applying off‐road, fugitive dust, and on‐road emissions factors in CalEEMod. Construction is conservatively assumed to occur in 2021, delaying the start of construction would only likely reduce emissions as emission control tec hnology will improve in the future.2

2 Emissions in future years (i.e., due to a later construction start date or operational opening year) would be lower due to phased‐in emissions standards, inspection and maintenance requirements, and fleet turnover).Specifically, project construction was modeled to start in 2021 but would commence at a later date. As such, construction impacts would be less than those analyzed du
e to the use of more energy‐efficient and cleaner burning construction vehicle fleet mix, pursuant to state regulations that require vehicle fleet operators to phase‐in less polluting heavy‐duty equipment. As a result, Project‐related construction air quality impacts would be lower than the im pacts disclosed herein. For emissions modeling purposes, conservatively analyzing the emissions using an earlier construction start date (i.e., 2021), provides for a worst‐case analysis and full disclosure of potential air quality impacts, as required by CEQA.

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Project operations were conservatively modeled assuming an opening year of 2021 and would result in emissions of area sources (consumer products), energy sources (natural gas usage and offsite electrify generation), and mobile sources (motor vehicles from Project generated vehicle trips). Project‐generated increases in operational emissions would be predominantly associated with mo tor vehicle use. The Project vehicle trip generation was obtained from the Project’s Transportation Impact Study prepared by Kimley‐ Horn (January 2021), which includes 971 total daily vehicle trips and 476 daily truck trips. One‐way delivery trip lengths were changed from the CalEEMod default of 6.9 miles to 25 miles3. Emissions rates in CalEEMod have been updated with CARB SAFE Rule adjustment factors and EMFAC2017 emission rates consistent with the methodology described in Section 5.2 Methodology for Converting EMFAC2014 Emission Rates into CalEEMod Vehicle Emission Factors of Appendix A: Calculation Details for CalEEMod in the CalEEMod User Guide. Other operational emis sions from area, energy, and stationary sources were quantified in CalEEMod based on land use activity data.

As discussed above, the SCAQMD provides significance thresholds for emissions associated with proposed Project construction and operations. The proposed Project’s construction and operational emissions are compared to the daily criteria pollutant emissions significance thresholds in order to d etermine the significance of a Project’s impact on regional air quality.

The localized effects from the Project’s on‐site emissions were evaluated in accordance with the SCAQMD’s Localized Significance Threshold (LST) Methodology, which uses on‐site mass emissions rate look‐up tables and Project‐specific modeling. LSTs re
present the maximum emissions from a project that
are not expected to cause or contribute to an exceedance of the most stringent applicable federal or state ambient air quality standards and are developed based on the ambient concentrations of that pollutant for each source receptor area and distance to the ne arest sensitive receptor.

3 J. Richard Kuzmyak, Forecasting Metropolitan Commercial and Freight Travel (2008) Average trip lengths for heavy trucks in the SCAG region are cited as 24.1 miles. To be conservative, warehouse delivery trip lengths were rounded up to 25 miles.

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5 POTENTIAL IMPACTS AND MITIGATION

5.1 Air Quality Analysis

Threshold 5.1 Would the Project conflict with or obstruct implementation of the applicable air quality plan?

As part of its enforcement responsibilities, the EPA requires each state with nonattainment areas to prepare and submit a State Implementation Plan that demonstrates the means to attain the federal standards. The State Implementation Plan must in tegrate federal, state, and local plan components and regulations to identify specific measures to reduce pollution in nonattainment areas, using a combination of performance standards and market‐based programs. Similarly, under State law, the CCAA requires an air quality attainment plan to be prepared for areas designated as nonattainment regarding the state and federal ambient air q
uality standards. Air quality attainment plans outline emissions limits and control measures to achieve and maintain these standards by the earliest practical date.

The Project is located within the SCAB, which is under the jurisdiction of the SCAQMD. The SCAQMD is required, pursuant to th
e FCAA, to reduce emissions of criteria pollutants for which the SCAB is in nonattainment. To reduce such emissions, the SCAQMD drafted the 2016 AQMP. The 2016 AQMP establishes a program of rules and regulations directed at reducing air pollutant emissions and achieving state (California) and national air quality standards. The 20 16 AQMP is a regional and multi‐agency effort including the SCAQMD, the CARB, the SCAG, and the EPA.

The plan’s pollutant control strategies are based on the latest scientific and technical information and planning assumptions, including SCAG’s RTP/SCS, updated emission inventory methodologies for various source categories, and SCAG’s late st growth forecasts. SCAG’s latest growth forecasts were defined in consultation with local governments and with reference to local general plans. SCAG has the responsibility of preparing and approving portions of the AQMP relating to the regional demographic projections and integrated regional land use, housing, employment, and transportation programs, measures, and st rategies and is required by law to ensure that transportation activities conform to, and are supportive of, the goals of regional and state air quality plans to attain the NAAQS. The RTP/SCS includes transportation programs, measures, and strategies generally designed to reduce VMT, which are contained in the AQMP. As part of it s air quality planning, SCAG has prepared the Regional Comprehensive Plan and Guide and the Connect SoCal – The 2020‐2045 RTP/SCS. The 2020‐2045 RTP/SCS was determined to conform to the federally mandated state implementation plan (SIP) for the attainment and maintenance of the NAAQS. The 2020‐2045 RTP/SCS will be in
corporated into the forthcoming 2022 AQMP. Both the Regional Comprehensive Plan and AQMP are based, in part, on projections originating with county and city general plans.

Criteria for determining consistency with the AQMP are defined by the following indicators:

 Consistency Criterion No. 1 – The Project will not res ult in an increase in the frequency or severity
of existing air quality violations, or cause or contribute to new violations, or delay the timely attainment of air quality standards or the interim emissions reductions specified in the AQMP.  Consistency Criterion No. 2 – The Project will not exceed the assumptions note d in the AQMP or increments based on the years of the Project build‐out phase.

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According to the SCAQMD’s CEQA Air Quality Handbook, the purpose of the consistency finding is to determine if a project is inconsistent with the assumptions and objectives of the regional air quality plans, and thus if it would interfere with the region’s ability to comply with CAAQS and NAAQS.

The violations to which C onsistency Criterion No. 1 refers are CAAQS and NAAQS. As shown in Table 9, the Project would exceed the construction emission standard for NOX and will require Mitigation Measure AQ‐1 (discussed under Impact Threshold 5.2) to reduce NOX below the SCAQMD threshold. Project operational emissions would also exceed the operational standard for NOX as shown in Table 10.

Mitigation Measures AQ‐2 through AQ‐5 (discussed under Impact Threshold 5.2) are required to reduce operational NOX emissions below the SCAQMD standard. With the implementation of Mitigation Measures AQ‐1 through AQ‐5 construction and operation emissions will remain below SCAQMD standards. Therefore, the Project would not contribute to an existing air quality violation. Thus, the Project would be consistent with the first criterion.

Concerning Consistency Criterion No. 2, the AQMP contains air p ollutant reduction strategies based on
SCAG’s latest growth forecasts, and SCAG’s growth forecasts were defined in consultation with local governments and with reference to local general plans. The Project is consistent with the General Industrial land use designation and development density presented in the City’s Gener al Plan and therefore would not exceed the population or job growth projections used by the SCAQMD to develop the AQMP. Thus, the Project is also consistent with the second criterion.

Mitigation Measures: Mitigation Measures AQ‐1 through AQ‐5 (refer to Impact Threshold 5.2, below)

Level of Significance: Less than sig
nificant impact with mitigation incorporated.

Threshold 5.2 Would the Project result in a cumulatively considerable net increase of any criteria pollutant for which the Project region is non‐attainment under an applicable state or federal ambient air quality standard?

Construction Emissions

Construction associated with the Project would generate short‐term emissions of criteria air pollutants.

The criteria pollutants of primary concern within the Project area include O 3‐precursor pollutants (i.e. ROG
and NOX) and PM10 and PM2.5. Construction‐generated emissions are short term and of temporary duration, lasting only as long as construction activities occur, but would be considered a significant air quality impact if the volume of pollutants generated exceeds the SCAQMD’s thresholds of significance.

Construction results in the temporary generation of emissions resulting from site gradin g, road paving,
motor vehicle exhaust associated with construction equipment and worker trips, and the movement of construction equipment, especially on unpaved surfaces. Emissions of airborne particulate matter are largely dependent on the amount of ground disturbance associated with site preparation activities as well as weather conditions and the appropriate application of water.

The duration of constru
ction activities associated with the Project is estimated to last approximately 10 months. Construction‐generated emissions associated the Project were calculated using the CARB‐ approved CalEEMod computer program, which is designed to model emissions for land use development projects, based on typical construction requirements. See Ap pendix A: Air Quality Modeling Data for more information regarding the construction assumptions used in this analysis. Predicted maximum daily City of Rialto Olive Avenue Development
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construction‐generated emissions for the Project are summarized in in Table 9: Construction‐Related Emissions.

Fugitive dust emissions may have a substantial, temporary impact on local air quality. In addition, fugitive dust may be a nuisance to those living and working in the Project vicinity. Uncontrolled dust from construction can become a nuisance and potential health hazard to those living and working nearby.

SCAQMD Rules 402 and 40 3 (prohibition of nuisances, watering of inactive and perimeter areas, track out requirements, etc.), are applicable to the Project and were applied in CalEEMod to minimize fugitive dust emissions. Standard Condition (SC) AQ‐1 requires the implementation of Rule 402 and 403 dust control techniques to minimize PM10 and PM2.5 concentrations. The Project would be subject to SCAQMD Rules for reducing fugitive dust, described in the Regulatory Framework subsection above and identified in Standard Conditions SC AQ‐1.

Table 9: Construction‐Related Emissions (Maximum Pounds Per Day) Construction
Reactive
Organic
Gases
(ROG)
Nitrogen
Oxide
(NOx)
Carbon
Monoxide
(CO)
Sulfur
Dioxide
(SO2)
Coarse
Particulate
Matter
(PM10)
Fine
Particulate
Matter
(PM2.5)
Unmitigated Construction Emissions
Maximum Daily Emissions 57.57 119.52 66.60 0.31 11.64 6.40 SCAQMD Threshold 75 100 550 150 150 55
Exceed SCAQMD
Threshold? No Yes No No No No
Mitigated Construction Emissions
Maximum Daily Emissions 57.22 92.39 66.81 0.31 10.22 4.58 SCAQMD Threshold 75 100 550 150 150 55
Exceed SCAQMD
Threshold? No No No No No No
Notes: SCAQMD Rule 403 Fugitive Dust applied. The Rule 403 reduction/credits include the following: properly maintain mobile and other construction equipment; replace ground cover in disturbed areas quickly; water exposed surfaces three times daily; cover stock piles with tarps; water all haul roads twice daily; and limit speeds on unpaved roads to 15 miles pe r hour. Reductions percentages from the SCAQMD CEQA Handbook (Tables XI‐A through XI‐E) were applied. Tier 4 mitigation was applied to grading phase construction equipment. Refer to Appendix A for Model Data Outputs.

Source: CalEEMod version 2016.3.2. Refer to Appendix A for model outputs.

As shown in Table 9, the Project’s unmitigated construction emissions would exceed the SCAQMD threshold for NOX. Therefore, Mitigation Measure AQ‐1 would be required to reduce construction emissions to a less than significant level.

Mitigation Measure AQ‐1 would require that the contractor use Tier 4 Interim equipment or better during the grading phase of construction. The EPA and CARB have adopted construction equipment emission standards that have been phased in since 1996 in fo
ur distinct tiers. Each tier establishes new and more
stringent emissions standards. The tier of an engine depends on the model year and horsepower rating; generally, the newer a piece of equipment is, the greater the tier it is likely to have. Beginning in 2011, new off‐road mobile engines sold that are equal to or greater tha n 175 horsepower and non‐emergency
stationary engines less than 10 liters per cylinder and equal to or greater than 175 horsepower are required to meet Tier 4 Interim. Beginning in 2014, new off‐road mobile engines sold that are equal or greater than 130 horsepower are r
equired to meet Tier 4 Final standards (40 Code of Federal Regulations, part 1039). For portable engines, the following are approximate manufacture years:

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 Tier 1 engines manufactured between 1996 and 2003;
 Tier 2 engines manufactured between 2001 and 2007;
 Tier 3 engines manufactured between 2006 and 2011; and  Tier 4 Interim engines 51 to 74 horsepower manufactured beginning in 2008, 75 to 174 horsepower manufactured after 2012, and 175 to 75 0 horsepower manufactured after 2011.Tier 4 final standards [went] into effect in 2015 further lowering particulate matter emissions.

Implementation of Mitigation Measure AQ‐1, the maximum daily NOX emissions would not exceed SCAQMD thresholds and impacts would be less than significant.

Operational Emissions

Project‐generated emissions would be primarily associated with motor vehicle use, off‐road equipment such as forklifts, and area sources. Long‐term operational emissions attributable to the Project are summarized in Table 10: Long‐Term Operational Emissions. As shown in Table 10, the Project emissions would exceed SCAQMD thresholds for NOX.

Table 10: Long‐Term Operational Emissions (Maximum Pounds Per Day) Source
Reactive
Organic
Gases
(ROG)
Nitrogen
Oxide
(NOx)
Carbon
Monoxide
(CO)
Sulfur
Dioxide
(SO2)
Coarse
Particulate
Matter
(PM10)
Fine
Particulate
Matter
(PM2.5)
Unmitigated Operational Emissions
Area Source Emissions 15.42 < 0.01 0.12 < 0.01 < 0.01 < 0.01 Energy Emissions 0.04 0.37 0.31 < 0.01 0.03 0.03
Mobile Emissions 6.30 83.32 66.82 0.38 20.62 6.47 Off‐Road Emissions 0.91 8.25 8.17 0.01 0.59 0.54
Total Emissions 22.67 91.95 75.43 0.39 21.24 7.04 SCAQMD Threshold 55 55 550 150 55 150
Exceeds Threshold? No Yes No No No No
Mitigated Operational Emissions
Area Source Emissions 14.53 < 0.01 0.12 < 0.01 < 0.01 < 0.01 Energy Emissions 0.03 0.26 0.22 < 0.01 0.02 0.02
Mobile Emissions 3.90 38.63 54.91 0.31 17.66 5.02 Off‐Road Emissions 0.91 8.25 8.17 0.01 0.59 0.54
Total Emissions 19.37 47.15 63.43 0.32 18.27 5.58 SCAQMD Threshold 55 55 550 150 55 150
Exceeds Threshold? No No No No No No
Note: Total values are from CalEEMod and may not add up 100% due to rounding.

Source: CalEEMod version 2016.3.2. Refer to Appendix A for model outputs.

Project operational emissions would be associated with area sources, energy sources, mobile sources (i.e., motor vehicle use), and off‐road equipment. Each of these sources are described below.

 Area Source Emissions. Area source emissions would be generated due to on‐site equipment, architectural coating, and landscaping that were previously not present on the site.

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 Energy Source Emissions. Energy source emissions would be generated due to electricity and natural gas usage associated with the Project. Primary uses of electricity and natural gas by the Project would be for miscellaneous warehouse equipment, space heating and cooling, water heating, ventilation, lighting, appliances, and electronics.

 Mobile Source. Mobile sources are emissions from motor vehicles, including tailpipe and evaporative emissions. Depending upon the pollutant being discussed, the potential air quality impact may be of either regional or local concern. For example, ROG, NOX, PM10, and PM2.5 are all pollutants of regional concern. NOX and ROG react with sunlight to form O3, known as photochemical smog. Additionally, wind currents readily transport PM10 and PM2.5.

However, CO tends to be a localized pollutant, dispersing rapidly at the source.

Project‐generated vehicle emissions are based on the trip generation within the Project Traffic Impact Study and incorporated into CalEEMod as recommended by the SCAQMD. Per the Project Traffic Impact Study, the Project would generate 1,183 daily trip s (40 percent trucks). As shown in Table 10, the anticipated mobile source emissions exceed SCAQMD thresholds for NOX. Therefore, Mitigation Measures AQ‐2 through AQ‐5 would be required to reduce emissions to the maximum extent feasible. Implementation of operational Mitigation Measures AQ‐2 through AQ‐5 would reduce NOX emissions by reducing the number of employee vehicles onsite, reducing the amount of time trucks spend idling, and requiring the use of 2014 truck models or newer. Mitigation Measure AQ‐2 requires the implementation of a Transportation Demand Management (TDM) program to reduce single occupant vehicle trips and encourage transit. Mitigation Measure AQ‐3 requir es electrical hookups at all loading bays and Mitigation Measure AQ‐4 prohibits idling when engines are not in use.

Additionally, Mitigation Measure AQ‐5 requires that the project operator’s haul fleet consist of 2014 model trucks or newer.

 Off‐Road Equipment Emissions. Because the Project is a speculative warehouse development and the final end user is not known, to be conservative it was assumed that each building unit would operate one electric powered forklift, seven in total.

As indicated in Table 10, implementation of Mitigation Measures AQ‐2 through AQ‐5 would reduce the Project’s NOX emissions below the SCAQMD’s daily emissions thresholds. Therefore, with the implementation of Mitigation Measures AQ‐2 through AQ‐5 operational impacts would be less than significant.

In addition, Rule 2305 requires the Project operator to directly reduce NO X and particulate matter
emissions or to otherwise facilitate emission and exposure reductions of these pollutants in nearby communities. Alternatively, warehouse operators can choose to pay a mitigation fee. Funds from the mitigation fee will be used to incentivize the purchase of cleaner trucks and charging/fueling infrastructure in communities nearby.

Warehouse owners and op erators are required to earn Warehouse Actions and Investments to Reduce Emissions (WAIRE) Points each year. WAIRE points are a menu‐based system earned by emission reduction measures. Warehouse operators are required to submit an annual WAIRE Report which includes truck trip data and emission reduction measures. WAIRE points can be earned by comple ting actions from a menu that can include acquiring and using natural gas, Near‐Zero Emissions and/or Zero‐Emissions on‐ City of Rialto Olive Avenue Development
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road trucks, zero‐emission cargo handling equipment, solar panels or zero‐emission charging and fueling infrastructure, or other options. Therefore, the Project operator would be required to implement additional emission reduction strategies. Conservatively, this analysis does not take credit for these potential reductions. Compliance with Rule 2305 would reduce emissions below what is currently analyzed.

Cumulative Short‐Term Emissions

The SCAB is designated nonattainment for O3, PM10, and PM2.5 for State standards and nonattainment for O3 and PM2.5 for Federal standards. Appendix D of the SCAQMD White Paper on Potential Control Strategies to Address Cumulative Impacts from Air Pollution (2003) notes that projects that result in emissions that do not exceed the project‐specific SCAQMD regional thresholds of significance should result in a less than significant impact on a cumula tive basis unless there is other pertinent information to the contrary. The mass‐based regional significance thresholds published by the SCAQMD are designed to ensure compliance with both NAAQS and CAAQS and are based on an inventory of projected emissions in the SCAB. Therefore, if a project is estimated to result in emissions that do not exceed the thresholds, th e project’s contribution to the cumulative impact on air quality in the SCAB would not be cumulatively considerable. As shown in Table 9 above, construction‐related emissions would not exceed the SCAQMD significance thresholds for criteria pollutants with implementation of Mitigation Measure AQ‐1.

Therefore, the proposed Project would not generate a cumulatively considerable contribution to air pollutant emissions during construction.

The SCAQMD has developed strategies to reduce criteria pollutant emissions outlined in the AQMP pursuant to the FCAA mandates. The analysis assumed fugitive dust con trols would be utilized during
construction, including frequent water applications. SCAQMD rules, mandates, and compliance with adopted AQMP emissions control measures would also be imposed on construction projects throughout the SCAB. Compliance with SCAQMD rules and regulations would further reduce the Project construction‐ related impacts. Therefore, Project‐related construction emissions, combi ned with those from other projects in the area, would not substantially deteriorate local air quality. Construction emissions associated with the Project would not result in a cumulatively considerable contribution to significant cumulative air quality impacts.

Cumulative Long‐Term Impacts

The SCAQMD has not established separate significance thresholds for cumulative operational emissions.

The nature of air emissions is largely a cumulative impact. As a result, no single project is sufficient in size to, by itself, result in nonattainment of ambient air quality standards. Instead, individual project emissions contribute to existing cumulatively significant advers
e air quality impacts. The SCAQMD developed the
operational thresholds of significance based on the level above which individual project emissions would result in a cumulatively considerable contribution to the SCAB’s existing air quality conditions. Therefore, a project that exceeds the SCAQMD operational thresholds would also be a cumulatively considerable contrib
ution to a significant cumulative impact.

As shown in Table 10, operational emissions would not exceed SCAQMD thresholds with implementation of Mitigation Measures AQ‐2 through AQ‐5. As a result, operational emissions associated with the Project would not result in a cumulatively considerable contribution to significant cumulative air quality impacts.

Additionally, adherence to SCAQMD rules and regulations would alleviate potential impacts related to City of Rialto Olive Avenue Development
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cumulative conditions on a project‐by‐project basis. Project operations would not contribute a cumulatively considerable net increase of any nonattainment criteria pollutant.

Furthermore, compliance with SCAQMD Rule 2305 (Warehouse Indirect Source Rule) is required for all existing and proposed warehouses greater than 100,000 square feet. Warehouse operators are required to im plement additional emission reduction strategies or pay mitigation fee to reduce emissions.

Compliance with Rule 2305 would reduce project emissions below what is currently analyzed and also reduce cumulative emissions.

Standard Conditions and Requirements:

SC AQ‐1 Prior to the issuance of grading permits, the City Engineer shall confirm that th e Grading Plan,
Building Plans and Specifications require all construction contractors to comply with South Coast Air Quality Management District’s (SCAQMD’s) Rules 402 and 403 to minimize construction emissions of dust and particulates. The measures include, but are not limited to, the following:

 Portions of a construction site to remain ina ctive longer than a period of three months will be seeded and watered until grass cover is grown or otherwise stabilized.  All on‐site roads will be paved as soon as feasible or watered periodically or chemically stabilized.
 All material transported off site will be either sufficiently watered or securely covered to prevent excessive amounts of du
st.
 The area disturbed by clearing, grading, earthmoving, or excavation operations will be minimized at all times.
 Where vehicles leave a construction site and enter adjacent public streets, the streets will be swept daily or washed down at the end of th e work day to remove soil tracked onto the paved surface.

Mitigation Measures:

AQ‐1 The contractor shall use Tier 4 Interim or Tier 4 Final compliant construction equipment during the grading phase of construction.

AQ‐2 Prior to issuance of occupancy permits, the Project operator shall prepare and submi t a
Transportation Demand Management (TDM) program detailing strategies that would reduce the use of single occupant vehicles by employees by increasing the number of trips by walking, bicycle, carpool, vanpool and transit. The TDM program shall include, but is not limited to the following:

 Provide a transportation in formation center and on‐site TDM coordinator to educate residents, employers, employees, and visitors of surrounding transportation options;  Promote bicycling and walking through design features such as showers for employees, self‐service bicycle repair area, etc. around the project site.

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 Provide on‐site car share amenities for employees who make only occasional use of a vehicle, as well as others who would like occasional access to a vehicle of a different type than they use day‐to‐day;
 Promote and support carpool/vanpool/rideshare use through parking incentives and administrative support, suc h as ride‐matching service; and  Incorporate incentives for using alternative travel modes, such as preferential load/unload areas or convenient designated parking spaces for carpool/vanpool users.

AQ‐3 Electrical hookups shall be provided at all loading bays for truckers to plug in any onboard auxiliary equipment and power refrigeration uni ts while their truck is stopped.

AQ‐4 All truck access gates and loading docks within the project site shall have a sign posted that states:

 Truck drivers shall turn off engines when not in use
 Truck drivers shall shut down the engine after five minutes of continuous idling operation once the vehicle is stop
ped, the transmission is set to “neutral” or “park”,
and the parking break is engaged.
 Telephone numbers of the building facilities manager and CARB to report Violations

AQ‐5 The Project Operator(s) shall ensure, through sale or leasing agreements, that the haul fleet consist of tru
cks that at a minimum meet the emissions standards of a 2014 vehicle model, and as trucks are replaced, they are replaced with the newest available model.

Level of Significance: Less than significant impact with mitigation incorporated.

Threshold 5.3 Would the Project expose sensitive receptors to substantial pollutant c oncentrations?

Localized Construction Significance Analysis

The nearest sensitive receptors are the single‐family residences located 90 feet (27 meters) to the south of the Project. To identify impacts to sensitive receptors, the SCAQMD recommends addressing LSTs for construction. LSTs were developed in response to SCAQMD Governing Boards' Environmental Justice Enhancement Ini
tiative (I‐4). The SCAQMD provided the Final Localized Significance Threshold Methodology (dated June 2003 [revised 2008]) for guidance. The LST methodology assists lead agencies in analyzing localized impacts associated with Project‐specific emissions.

Since CalEEMod calculates construction emissions based on the number of equipment hours and the maximum daily soil distur bance activity possible for each piece of equipment, Table 11: Equipment‐ Specific Grading Rates, is used to determine the maximum daily disturbed acreage for comparison to LSTs.

The appropriate SRA for the localized significance thresholds is the Central San Bernardino Valley (SRA 34) since this area includes the Project. LSTs apply to CO, NO2, PM10, and PM2.5. The SCAQMD produced look‐ up tables for projects that disturb areas less than or equal to 5 acres in size. Project construction is anticipated to disturb a maximum of 4.0 acres in a single day. As the LST guidance provides thresholds for City of Rialto Olive Avenue Development
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projects disturbing 1‐, 2‐, and 5‐acres in size and the thresholds increase with size of the site, the LSTs for a 4.0‐acre threshold were interpolated and utilized for this analysis.

Table 11: Equipment‐Specific Grading Rates
Construction
Phase
Equipment
Type
Equipment
Quantity
Acres Graded
per 8‐Hour Day
Operating
Hours
per Day
Acres Graded
per Day
Grading
Tractors 2 0.5 8 1.0
Graders 1 0.5 8 0.5
Dozers 1 0.5 8 0.5
Scrapers 2 1 8 2.0
Total Acres Graded per Day 4.0
Source: CalEEMod version 2016.3.2. Refer to Appendix A for model outputs.

The SCAQMD’s methodology states that “off‐site mobile emissions from the Project should not be included in the emissions compared to LSTs.” Therefore, only emissions included in the CalEEMod “on‐ site” emissions outputs were considered. The nearest sensitive receptors are the single‐family residences located 90 feet (27 meters) south of th e Project. LST thresholds are provided for distances to sensitive receptors of 25, 50, 100, 200, and 500 meters. Therefore, LSTs for receptors located at 25 meters were conservatively utilized in this analysis. Table 12: Localized Significance of Mitigated Construction Emissions, presents the results of localized emissions during construction with the implementation of mitigation measure AQ‐1. Table 12 shows emissions of these pollutants on the peak day of construction would not result in significant concentrations of pollutants at nearby sensitive receptors. Significant impacts would not occur concerning LSTs during construction.

Table 12: Localized Significance of Mitigated Construction Emissions (Maximum Pounds Per Day) Construction Activity Nitrogen Oxide
(NOx)
Carbon Monoxide
(CO)
Coarse Particulate
Matter
(PM10)
Fine Particulate
Matter
(PM2.5)
Site Preparation 12.16 22.96 8.19 4.53
Grading 19.27 36.72 4.13 1.74
Construction 16.01

30.45a

16.79 33.26a

0.68 1.45a

0.64 1.35a Paving 12.91 14.65 0.68 0.62
Architectural Coating 1.53 1.82 0.09 0.09
Daily SCAQMD Localized
Construction Screening
Threshold (adjusted for

4.0 acres at 25 meters)
237 1,466 12 7
Exceed SCAQMD
Threshold? No No No No
Note:
a. Construction, paving, and architectural coating sub‐phase emissions are combined because they would potentially all generate emissions on the same day. However, addition of overlapping phases during construction for the LST analysis is not required and considered conservative. Even though the activities may all occur on the same day, it is unlik ely that they would occur as the exact same time at the exact same distance to the closest sensitive receptor. Overlapping emissions is taken into consideration for the regional analysis (Table 9).

Source: CalEEMod version 2016.3.2. Refer to Appendix A for model outputs.

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Localized Operational Significance Analysis

According to the SCAQMD LST methodology, LSTs would apply to the operational phase of a project only if it includes stationary sources or attracts mobile sources that may spend long periods queuing and idling at the site (e.g. warehouse or transfer facilities). Since the Project is a warehouse, the operational ph ase LST protocol is conservatively applied to both the area source and all the mobile source emissions. LSTs for receptors located at 25 meters for SRA 34 were utilized in this analysis. Although the Project is 31 acres, the 5‐acre LST threshold was used because the thr esholds increase with the size of the site.

Therefore, the 5‐acre LSTs are conservative for evaluation of a 31‐acre site.

The LST analysis only includes on‐site sources. However, the CalEEMod model outputs do not separate on‐ and off‐site emissions for mobile sources. Emissions shown in Table 13: Localized Sig nificance of Mitigated Operational Emissions, conservatively include all on‐site Project‐related stationary sources, off‐ road equipment (forklifts), and 10 percent of the total Project‐related mobile sources, since a portion of mobile sources could include trucks idling on‐site, after the implementation of mitigation measures AQ‐2 through AQ‐5. Table 13 shows that the maximum daily emissions of these pollutants during operations would not result in significant concentrations of pollutants at nearby sensitive receptors. Therefore, significant impacts would not occur concerning LSTs during operational activities.

Table 13: Localized Significance of Mitigated Operational Emissions (Maximum Pounds Per Day) Activity
Nitrogen
Oxide
(NOx)
Carbon
Monoxide
(CO)
Coarse
Particulate
Matter
(PM10)
Fine
Particulate
Matter
(PM2.5)
On‐Site and Mobile Source Emissions 12.11 13.21 2.36 1.04 Daily SCAQMD Localized Operation
Screening Threshold
(5 acres at 25 meters)
270 1,720 4 2
Exceed SCAQMD Threshold? No No No No
Note: SRA Zone 34, 5‐acre site, 25 meters to receptors; conservatively assumes that 10 percent of all mobile emissions occur on‐site Source: CalEEMod version 2016.3.2. Refer to Appendix A for model outputs.

In addition, SCAQMD’s Rule 2305 will require the Project to directly reduce NO X and particulate matter
emissions, or to otherwise facilitate emissions and exposure reductions of these pollutants in nearby communities. The Project operator may be required to implement additional emission reduction strategies. Conservatively, this analysis is not taking credit for these potential reductions. Compliance with Rule 2305 would reduce emissions below what is currently analyzed.

Criteria Poll
utant Health Impacts

On December 24, 2018, the California Supreme Court issued an opinion identifying the need to provide sufficient information connecting a project’s air emissions to health impacts or explain why such information could not be ascertained (Sierra Club v. County of Fresno [Friant Ranch, L.P.] [20 18] Cal.5th,
Case No. S219783). The SCAQMD has set its CEQA significance thresholds based on the FCAA, which defines a major stationary source (in extreme O3 nonattainment areas such as the SCAB) as emitting 10 tons per year. The thresholds correlate with the trigger levels for the federal New Source Review (NSR) Program and SCAQMD Rule 1303 for new or modified sources. The NSR Program4 was created by the FCAA

4 Code of Federal Regulation (CFR) [i.e. PSD (40 CFR 52.21, 40 CFR 51.166, 40 CFR 51.165 (b)), Non‐attainment NSR (40 CFR 52.24, 40 CFR 51.165, 40 CFR part 51, Appendix S)
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to ensure that stationary sources of air pollution are constructed or modified in a manner that is consistent with attainment of health‐based federal ambient air quality standards. The federal ambient air quality standards establish the levels of air quality necessary, with an adequate margin of safety, to protect the public health. Therefore, projec ts that do not exceed the SCAQMD’s LSTs and mass emissions thresholds would not violate any air quality standards or contribute substantially to an existing or projected air quality violation and no criteria pollutant health impacts.

NOX and ROG are precursor emissions that form O3 in the atmosphere in the presence of sunlight where the pollutants undergo complex chemical reactions. It takes time and the influence of meteorological conditions for these reactions to occur, so O3 may be formed at a distance downwind from the sources.

Breathing ground‐level O3 can result health effects that include: reduced lung function, inflammation of airways, throat irritation, pain, burning, or discomfort in the chest when taking a deep breath, chest tightness, wheezing, or shortness of breath. In addition to these effects, evidence from observational studies strongly indicates that higher daily O3 concentrations are associated with increased asthma attacks, increased hospital admissions, increased daily mortality, and other markers of morbidity. The consistency and coherence of the evidence for effects upon asthmatics suggests that O3 can make asthma symptoms worse and can increase sensitivity to asthma triggers.

According the SCAQMD’s 2016 AQMP, O3, NOX, and ROG have been decreasing in the SCAB since 1975 and are projected to continue to decrease in the future. Although vehicle miles traveled in the SCAB continue to increase, NOX and ROG levels are decreasing because of the mandated controls on motor vehicles and the replacement of older polluting vehicles with lower‐emitting vehicles. NOX emissions from electric utilities have also decreased due to the use of cleaner fuels and renewable energy. The 2016 AQMP demonstrates how the SCAQMD’s control strategy to meet the 8‐hour O3 standard in 2023 would lead to sufficient NOX emission reductions to attain the 1‐hour O3 standard by 2022. In addition, since NOX emissions also lead to the formation of PM2.5, the NOX reductions needed to meet the O3 standards will likewise lead to improvement of PM2.5 levels and attainment of PM2.5 standards.

The SCAQMD’s air quality modeling demonstrates that NO
X reductions prove to be much more effective
in reducing O3 levels and will also lead to significant improvement in PM2.5 concentrations. NOX‐emitting stationary sources regulated by the SCAQMD include Regional Clean Air Incentives Market (RECLAIM) facilities (e.g. refineries, power plants, etc.), natural gas combustion equipment (e.g. boilers, heaters, engines, burners, flares) and other combustion sources that burn wood or propane. The 2016 AQMP identifies robust NOX reductions from new regulations on RECLAIM facilities, non‐refinery flares, commercial cooking, and residential and commercial appliances. Such combustion sources are already heavily regulated with the lowest NOX emissions levels achievable but there are opportunities to require and accelerate replacement with cleaner zero‐emission alternatives, such as residential and commercial furnaces, pool heaters, and backup power equipment. The AQMD plans to achieve such replacements through a combination of regulations and incentives. Technology‐forcing regulations can drive development and commercialization of clean te chnologies, with future year requirements for new or existing equipment. Incentives can then accelerate deployment and enhance public acceptability of new technologies.

The 2016 AQMD also emphasizes that beginning in 2012, continued implementation of previously adopted regulations will lead to NO
X emission reductions of 68 percent by 2023 and 80 percent by 2031.

With the addition of 2016 AQMP proposed regulatory measures, a 30 percent reduction of NOX from stationary sources is expected in the 15‐year period between 2008 and 2023. This is in addition to significant NOX reductions from stationary sources achieved in the decades prior to 2008.

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As previously discussed, Project emissions would be potentially significant and would require mitigation measures AQ‐1 through AQ‐5 to reduce NOX emissions (refer to Table 10). Localized effects of on‐site Project emissions with mitigation were found to be less than significant on nearby receptors (refer to Table 12 and Table 13). The LSTs represent the maximum emissions from a project that are not expected to cause or contribute to an exceedance of the most stringent applicable state or federal ambient air quality standard. The LSTs were developed by the SCAQMD based on the ambient concentrations of that pollutant for each SRA and distance to the nearest sensitive receptor. The ambient air quality standards establish the levels of air q uality necessary, with an adequate margin of safety, to protect public health, including protecting the health of sensitive populations.

Carbon Monoxide Hotspots

An analysis of CO “hot spots” is needed to determine whether the change in the level of service of an intersection resulting from the Project would have the potential to result in e xceedances of the CAAQS or NAAQS. It has long been recognized that CO exceedances are caused by vehicular emissions, primarily when vehicles are idling at intersections. Vehicle emissions standards have become increasingly stringent in the last 20 years. Currently, the CO standard in California is a maxim um of 3.4 grams per mile for passenger cars (requirements for certain vehicles are more stringent). With the turnover of older vehicles, introduction of cleaner fuels, and implementation of control technology on industrial facilities, CO concentrations have steadily declined. Accordingly, with the steadily decreasing CO emissions from vehicles, ev en very busy intersections do not result in exceedances of the CO standard.

The SCAB was re‐designated as attainment in 2007 and is no longer addressed in the SCAQMD’s AQMP. The 2003 AQMP is the most recent version that addresses CO concentrations. As part of the SCAQMD CO Hotspot An
alysis, the Wilshire Boulevard and Veteran Avenue intersection, one of the most congested intersections in Southern California with an average daily traffic (ADT) volume of approximately 100,000 vehicles per day, was modeled for CO concentrations. This modeling effort identified a CO concentration high of 4.6 ppm, which is well below the 35‐ppm Fe deral standard. The Project considered herein would not produce the volume of traffic required to generate a CO hot spot in the context of SCAQMD’s CO Hotspot Analysis. As the CO hotspots were not experienced at the Wilshire Boulevard and Veteran Avenue intersection even as it accommodates 100, 000 vehicles daily, it can be reasonably inferred that CO hotspots would not be experienced at any vicinity intersections resulting from 1,183 additional vehicle trips (40 percent trucks), with 116 trips in the morning peak hour and 129 trips in the evening peak hour attributable to the Project.

Therefore, impacts would be less than si gnificant.

Construction‐Related Diesel Particulate Matter

Construction would result in the generation of DPM emissions from the use of off‐road diesel equipment required. The amount to which the receptors are exposed (a function of concentration and duration of exposure) is the primary factor used to determine heal th risk (i.e. potential exposure to TAC emission
levels that exceed applicable standards). Health‐related risks associated with diesel‐exhaust emissions are primarily linked to long‐term exposure and the associated risk of contracting cancer.

The use of diesel‐powered construction equipment would be temporary and episodic. The duration of exposure wo
uld be short and exhaust from construction equipment dissipates rapidly. Current models and methodologies for conducting health risk assessments are associated with longer‐term exposure periods of 9, 30, and 70 years, which do not correlate well with the temporary and highly variable nature of construction activities. The California Office of Environme ntal Health Hazard Assessment has not City of Rialto Olive Avenue Development
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identified short‐term health effects from DPM. Construction is temporary and would be transient throughout the site (i.e., move from location to location) and would not generate emissions in a fixed location for extended periods of time which would limit the exposure of any proximate individual sensitive receptor to TACs.

Additionally, construction is subject to an d would comply with California regulations (e.g., California Code of Regulations, Title 13, Sections 2485 and 2449), which reduce diesel PM and criteria pollutant emissions from in‐use off‐road diesel‐fueled vehicles and limit the idling of heavy‐duty construction equipment to no more than five mi nutes. These regulations would further reduce nearby sensitive receptors’ exposure to temporary and variable DPM emissions. Given the temporary and intermittent nature of construction activities likely to occur within specific locations in the Project site (i.e., construction is not likely to occur in any one location for an extended time), the dose of DPM of any one receptor is exposed to would be limite
d. Therefore, considering the relatively short duration of DPM‐emitting construction activity at any one location and the highly dispersive properties of DPM, sensitive receptors would not be exposed to substantial concentrations of construction‐related TAC emissions, however construction‐re lated health impacts are analyzed in greater detail in the Health Risk Assessment. With implementation of Mitigation Measure AQ‐1, construction health risk impacts would be less than significant.

Mitigation Measures: Mitigation Measures AQ‐1 through AQ‐5 (refer to Impact Threshold 5.2, above).

Level of Significance: Less than sig
nificant impact with mitigation incorporated.

Threshold 5.4 Would the Project result in other emissions (such as those leading to odors) adversely affecting a substantial number of people?

The SCAQMD CEQA Air Quality Handbook identifies certain land uses as sources of odors. These land uses include agriculture (farming and livestock), wastewater treatment plan ts, food processing plants, chemical plants, composting facilities, refineries, landfills, dairies, and fiberglass molding. The Project would not include any of the land uses that have been identified by the SCAQMD as odor sources.

During construction‐related activities, some odors (not substantial pollutant concentrations) that may be detected are those typi
cal of construction vehicles (e.g. diesel exhaust from grading and construction equipment). These odors are a temporary short‐term impact that is typical of construction projects and would disperse rapidly. The Project would not include any of the land uses that have been identified by the SCAQMD as odor sources. Therefore, the Project would not cr eate objectionable odors.

Mitigation Measures: No mitigation is required.

Level of Significance: No impact.

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6 REFERENCES

1. California Air Pollution Control Officers Association (CAPCOA), Health Effects, 2018.

2. California Air Pollution Control Officers Association (CAPCOA), Health Risk Assessments for Proposed Land Use Projects, 2009.

3. California Air Resources Board, Aerometric Data Analysis and Measurement System (ADAM) Top Four Summaries from 2015 to 2017, 2019.

4. California Air Resources Bo ard, Air Quality and Land Use Handbook: A Community Health Perspective, 2005.

5. California Air Resources Board, Current Air Quality Standards, 2016.

6. California Air Resources Board, Risk Reduction Plan to Reduce Particulate Matter Emissions from Diesel‐Fueled Engines and Vehicles, 2000.

7. City of Rialto, City of Ria lto General Plan, 2010

8. Federal Highway Administration, Interim Guidance on Mobile Source Air Toxic Analysis in NEPA Documents, 2016.

9. Kimley‐Horn, Olive Grove Business Park Project Traffic Impact Study, January 2021.

10. Office of Environmental Health Hazard Assessment, Air Toxics Hot Spots Program Risk Assessment Guid
elines, 2015.

11. RGA, Office of Architectural Design, Schematic Design. 12‐6‐2020

12. Southern California Association of Governments, Connect SoCal, 2020 ‐ 2045 Regional Transportation Plan/Sustainable Communities Strategy, 2020.

13. South Coast Air Quality Management District, 2016 Air Quality Management Plan, March 2017.

14. South Coast Air Quality Management District, CE QA Air Quality Handbook, 1993.

15. South Coast Air Quality Management District, Localized Significance Threshold Methodology, 2009.

16. South Coast Air Quality Management District, High‐Cube Warehouse Vehicle Trip Generation Analysis, 2016.

17. United States Environmental Protection Agency, National Ambient Air Quality Standards Table, 2016.

18. United States Environ mental Protection Agency, Nonattainment Areas for Criteria Pollutants, 2019.

19. United States Environmental Protection Agency, Policy Assessment for the Review of the Lead National Ambient Air Quality Standards, 2013.

Rialto City CouncilSeptember 12, 2023

Rialto City Council
September 12, 2023