Greenhouse Gas Emissions 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
Kimley»>Horn
Expect More. Experience Better.
City of Rialto Olive Avenue Development
Greenhouse Gas Emissions 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 Greenhouse Gases and Climate Change ................................................................................... 6
3 REGULATORY SETTING
3.1 Federal ....................................................................................................................................... 8
3.2 State of California ...................................................................................................................... 9
3.3 Regional ................................................................................................................................... 16
3.4 Local ......................................................................................................................................... 17
4 SIGNIFICANCE CRITERIA AND METHODOLOGY
4.1 Thresholds an
d Significant Criteria .......................................................................................... 19
4.2 Methodology ........................................................................................................................... 20
5 POTENTIAL GREENHOUSE GAS IMPACTS AND MITIGATION
5.1 Greenhouse Gas Emissions ..................................................................................................... 22
5.2 Greenhouse Gas Reduction Plan Compliance ......................................................................... 23
5.3 Cumulative Setting, Impacts, and Mitigation Measures ......................................................... 30
6 REFERENCES
References ............................................................................................................................... 32
TABLES
Table 1 Building Su
mmary ..................................................................................................................... 2 Table 2 Description of Greenhouse Gases ............................................................................................. 7 Table 3 Construction‐Related Greenhouse Gas Emissions .................................................................. 22 Table 4 Project Greenhouse Gas Emissions ......................................................................................... 23 Table 5 San Bernardino County Regional Greenhouse Gas Reduction Plan Consistency .................... 24 Table 6 Regional Transportation Plan/Sustainable Communities Strategy Consistency ..................... 26 Table 7 Project Consistency with A
pplicable CARB Scoping Plan Measures ....................................... 27
EXHIBITS
Exhibit 1 Regional Location Map .............................................................................................................. 3 Exhibit 2 Project Vicinity Map .................................................................................................................. 4 Exhibit 3 Conceptual Site Plan .................................................................................................................. 5
APPENDIX
Appendix A: Greenhouse Gas Emissions Data
Kimley »>Horn
City of Rialto Olive Avenue Development
Greenhouse Gas Emissions Assessment
July 2021
Page | iii
LIST OF ABBREVIATED TERMS
AB Assembly Bill
CARB California Air Resource Board
CCR California Code of Regulations
CalEEMod California Emissions Estimator Model
CEQA California Environmental Quality Act
CALGreen Code California Green Building Standards Code CPUC California Public Utilities Commission
CO2 carbon dioxide
CO2e carbon dioxide equivalent
CFC Chlorofluorocarbon
CPP Clean Power Plan
CCSP Climate Change Scoping Plan
cy cubic yard
EPA Environmental Protection Agency
FCAA Federal Clean Air Act
FR Federal Register
GHG greenhouse gas
HCFC Hydrochlorofluorocarbon
HFC Hydrofluorocarbon
LCFS Low Carbon Fuel Standard
CH4 Methane
MMTCO2e million metric tons of carbon dioxide equivalent MTCO2e million tons of carbon dioxide equivalent
NHTSA National Highway Traffic Safety Administration
NF3 nitrogen trifluoride
N2O nitrous oxide
PFC Perfluorocarbon
RTP/SCS Regional Transportation Plan/Sustainable Communities Strategy SB Senate Bill
SCAB South Coast Air Basin
SCAQMD South Coast Air Quality Management District
SCAG Southern California Association of Government
Sf square foot
SF6 sulfur hexafluoride
TAC toxic air contaminants
Kimley »>Horn
City of Rialto Olive Avenue Development
Greenhouse Gas Emissions Assessment
July 2021
Page | 1
1 INTRODUCTION
This report documents the results of a Greenhouse Gas (GHG) Emissions Assessment completed for the Olive Avenue Development (Project). The purpose of this GHG Emissions 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 envi ronment.
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 Public Park to the north, vacan
t 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 Interstate 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.
Kimley »>Horn
City of Rialto Olive Avenue Development
Greenhouse Gas Emissions Assessment
July 2021
Page | 2
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.
Kimley »>Horn
Not to scale
Exhibit 1 : Regional Location Map
Rialto, CA
Project Site
Rialto, CA
Source: Google Maps, 2019
Butler Peak QLytle Creek © LakeKeenbrook Arrowhead Green Valley LakeScotland Crestline ©Twin Peaks
Rwforest
Mt Baldy Skyforest
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W ★ Highland
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Rialto ® San Bernardino®San Dimas Mountain
Home VillageLa Verne UplandClaremont Kaiser FontanaCovinadwin Park VALLEY COLLEGE ColtonMontclair
® Mentone Bloomington) West Covina © ©Ontario
@ Pomona Redlands® Loma Linda
© Declezville
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® Calimesa
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Box Springs
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© Kimley»>HornOlive Avenue Development
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
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© Kimley»>HornOlive Avenue Development
ROCK
ROCK
RIP RAP
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
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
FUTURE
ENTRY POINT
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
CONCRETE RETAINING WALL
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.
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City of Rialto Olive Avenue Development
Greenhouse Gas Emissions Assessment
July 2021
Page | 6
2 ENVIRONMENTAL SETTING
2.1 Greenhouse Gases and Climate Change
Certain gases in the earth’s atmosphere classified as GHGs, play a critical role in determining the earth’s surface temperature. Solar radiation enters the earth’s atmosphere from space. A portion of the radiation is absorbed by the earth’s surface and a smaller portion of this radiation is reflected back toward space.
This absorbed radiation is the n emitted from the earth as low‐frequency infrared radiation. The frequencies at which bodies emit radiation are proportional to temperature. Because the earth has a much lower temperature than the sun, it emits lower‐frequency radiation. Most solar radiation passes through GHGs; however, infrared radiation is absorbed by th ese gases. As a result, radiation that otherwise would have escaped back into space is instead “trapped,” resulting in a warming of the atmosphere. This phenomenon, known as the greenhouse effect, is responsible for maintaining a habitable climate on earth.
The primary GHGs contributing to the greenhouse effect are car bon dioxide (CO2), methane (CH4), and nitrous oxide (N2O). Fluorinated gases also make up a small fraction of the GHGs that contribute to climate change. Examples of fluorinated gases include chlorofluorocarbons (CFCs), hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), sulfur hexafluoride (SF6), and nitrogen trifluoride (NF3); however, it is noted that these gases are not associated with typical land use development. Human‐caused emissions of GHGs exceeding natural ambient concentrations are believed to be responsible for intensifying the greenhouse effect and leading to a trend of unnatural warming of the Earth’s climate, known as global climate chan ge or global warming.
GHGs are global pollutants, unlike criteria air pollutants and toxic air contaminants (TACs), which are pollutants of regional and local concern. Whereas pollutants with localized air quality effects have relatively short atmospheric lifetimes (about one day), GHGs have long atmospheric lifetimes (one to several thousand years). GHG
s persist in the atmosphere for long enough time periods to be dispersed around the globe. Although the exact lifetime of a GHG molecule is dependent on multiple variables and cannot be pinpointed, more CO2 is emitted into the atmosphere than is sequestered by ocean uptake, vegetation, or other forms of carbon sequestration. Of the total annual human‐caused CO2 emissions, approximately 55 percent is sequestered through ocean and land uptakes every year, averaged over the last 50 years, whereas the remaining 45 percent of human‐caused CO2 emissions remains stored in the atmosphere1. Table 2: Description of Greenhouse Gases describes the primary GHGs attributed to global climate change, including their physical properties.
1 Intergovernmental Panel on Climate Change, Carbon and Other Biogeochemical Cycles. In: Climate Change 2013: The Physical Science Basis, Contribution of Working Group I to the Fifth Assessment Report of the Intergovernmental Panel on Climate Change, 2013. http://www.climatechange2013.org/ images/report/WG1AR5_ALL_FINAL.pdf.
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Table 2: Description of Greenhouse Gases
Greenhouse Gas Description
Carbon Dioxide (CO2)
CO2 is a colorless, odorless gas that is emitted naturally and through human activities. Natural sources include decomposition of dead organic matter; respiration of bacteria, plants, animals, and fungus; evaporation from oceans; and volcanic outgassing. Anthropogenic sources are from burning coal, oil, natural gas, and wood. The largest source of CO2 emissions globally is the combustion of fossil fuels such as coal, oil, and gas in power plants, automobiles, and industrial facilities. The atmospheric lifetime of CO2 is variable because it is readily exchanged in the atmosphere. CO2 is the most widely emitted GHG and is the reference gas (Global Warming Potential of 1) for determining Global Warming Potentials for other GHGs.
Nitrous Oxide (N2O)
N2O is largely attributable to agricultural practices and soil management. Primary human‐related sources of N2O include agricultural soil management, sewage treatment, combustion of fossil fuels, and adipic and nitric acid production. N2O is produced from biological sources in soil and water, particularly microbial action in wet tropical forests. The atmospheric lifetime of N2O is approximately 120 years. The Global Warming Potential of N2O is 298.
Methane (CH4)
CH4, a highly potent GHG, primarily results from off‐gassing (the release of chemicals from nonmetallic substances under ambient or greater pressure conditions) and is largely associated with agricultural practices and landfills. Methane is the major component of natural gas, about 87 percent by volume. Human‐related sources include fossil fuel production, animal husba ndry, rice cultivation, biomass burning, and waste management. Natural sources of CH4 include wetlands, gas hydrates, termites, oceans, freshwater bodies, non‐wetland soils, and wildfires. The atmospheric lifetime of CH4 is about 12 years and the Global Warming Potential is 25.
Hydrofluorocarbons
(HFCs)
HFCs are typically used as refrigerants for both stationary refrigeration and mobile air conditioning.
The use of HFCs for cooling and foam blowing is increasing, as the continued phase out of CFCs and HCFCs gains momentum. The 100‐year Global Warming Potential of HFCs range from 124 for HFC‐ 152 to 14,800 for HFC‐23.
Perfluorocarbons
(PFCs)
PFCs have stable molecular structures and only break down by ultraviolet rays about 60 kilometers above Earth’s surface. Because of this, they have long lifetimes, between 10,000 and 50,000 years.
Two main sources of PFCs are primary aluminum production and semiconductor manufacturing.
Global Warming Potentials range from 6,500 to 9,200.
Chlorofluorocarbons
(CFCs)
CFCs are gases formed synthetically by replacing all hydrogen atoms in methane or ethane with chlorine and/or fluorine atoms. They are nontoxic, nonflammable, insoluble, and chemically unreactive in the troposphere (the level of air at the earth’s surface). CFCs were synthesized in 1928 for use as refrigerants, aerosol propellants, and cleaning sol vents. The Montreal Protocol on Substances that Deplete the Ozone Layer prohibited their production in 1987. Global Warming Potentials for CFCs range from 3,800 to 14,400.
Sulfur Hexafluoride
(SF6)
SF6 is an inorganic, odorless, colorless, and nontoxic, nonflammable gas. It has a lifetime of 3,200 years. This gas is manmade and used for insulation in electric power transmission equipment, in the magnesium industry, in semiconductor manufacturing, and as a tracer gas. The Global Warming Potential of SF6 is 23,900.
Hydrochlorofluorocar
bons (HCFCs)
HCFCs are solvents, similar in use and chemical composition to CFCs. The main uses of HCFCs are for refrigerant products and air conditioning systems. As part of the Montreal Protocol, HCFCs are subject to a consumption cap and gradual phase out. The United States is scheduled to achieve a 100 pe rcent reduction to the cap by 2030. The 100‐year Global Warming Potentials of HCFCs range from 90 for HCFC‐123 to 1,800 for HCFC‐142b.
Nitrogen Trifluoride
(NF3)
NF3 was added to Health and Safety Code section 38505(g)(7) as a GHG of concern. This gas is used in electronics manufacture for semiconductors and liquid crystal displays. It has a high global warming potential of 17,200.
Source: Compiled from U.S. EPA, Overview of Greenhouse Gases, April 11, 2018 (https://www.epa.gov/ghgemissions/overview‐greenhouse‐ gases); U.S. EPA, Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990‐2016, 2018; Intergovernmental Panel on Climate Change, Climate Change 2007: The Physical Science Basis, 2007; National Research Council, Advancing the Science of Climate Change, 20 10; U.S. EPA, Methane and Nitrous Oxide Emission from Natural Sources, April 2010.
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3 REGULATORY SETTING
3.1 Federal
To date, national standards have not been established for nationwide GHG reduction targets, nor have any regulations or legislation been enacted specifically to address climate change and GHG emissions reduction at the project level. Various efforts have been promulgated at the federal level to improve fuel economy and energy efficiency to addr ess climate change and its associated effects.
Energy Independence and Security Act of 2007
The Energy Independence and Security Act of 2007 (December 2007), among other key measures, requires the following, which would aid in the reduction of national GHG emissions:
• Increase the supply of alternative fuel sources by setting a ma ndatory Renewable Fuel Standard
requiring fuel producers to use at least 36 billion gallons of biofuel in 2022. • Set a target of 35 miles per gallon for the combined fleet of cars and light trucks by model year 2020 and direct the National Highway Traffic Safety Administration (NHTSA) to establish a fuel economy program for me
dium‐ and heavy‐duty trucks and create a separate fuel economy standard for work trucks.
• Prescribe or revise standards affecting regional efficiency for heating and cooling products and procedures for new or amended standards, energy conservation, energy efficiency labeling for consumer ele ctronic products, residential boiler efficiency, electric motor efficiency, and home appliances.
U.S. Environmental Protection Agency Endangerment Finding
The U.S. Environmental Protection Agency (EPA) authority to regulate GHG emissions stems from the U.S.
Supreme Court decision in Massachusetts v. EPA (2007). The Supreme Court ruled that GHGs meet the definition of air pollu
tants under the existing Federal Clean Air Act (FCAA) and must be regulated if these gases could be reasonably anticipated to endanger public health or welfare. Responding to the Court’s ruling, the EPA finalized an endangerment finding in December 2009. Based on scientific evidence it found that six GHGs (CO2, CH4, N2O, HFCs, PFCs, and SF6) constitute a threat to public health and welfare. Thus, it is the Supreme Court’s interpretation of the existing FCAA and the EPA’s assessment of the scientific evidence that form the basis for the EPA’s regulatory actions.
Federal Vehicle Standards
In response to the U.S. Supreme Court ruling discussed above, Executive Order 13432 was is sued in 2007
directing the EPA, the Department of Transportation, and the Department of Energy to establish regulations that reduce GHG emissions from motor vehicles, non‐road vehicles, and non‐road engines by 2008. In 2009, the NHTSA issued a final rule regulating fuel efficiency and GHG emissions from cars and light‐duty tru
cks for model year 2011, and in 2010, the EPA and NHTSA issued a final rule regulating cars and light‐duty trucks for model years 2012–2016.
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In 2010, an Executive Memorandum was issued directing the Department of Transportation, Department of Energy, EPA, and NHTSA to establish additional standards regarding fuel efficiency and GHG reduction, clean fuels, and advanced vehicle infrastructure. In response to this directive, the EPA and NHTSA proposed stringent, coordinated federal GHG and fuel economy s tandards for model years 2017–2025 light‐duty vehicles. The proposed standards projected to achieve 163 grams per mile of CO2 in model year 2025, on an average industry fleet‐wide basis, which is equivalent to 54.5 miles per gallon if this level were achieved solely through fuel efficiency. The final rule was adopted in 2012 for model years 2017–2021, and NHTSA intends to set standards for model years 2022–2025 in a futur e rulemaking. On January 12, 2017, the EPA finalized its decision to maintain the current GHG emissions standards for model years 2022–2025 cars and light trucks. It should be noted that the U.S. EPA is currently proposing to freeze the vehicle fuel efficiency standards at their planned 2020 level (37 mp g), canceling any future strengthening (currently 54.5 mpg by 2026).
In addition to the regulations applicable to cars and light‐duty trucks described above, in 2011, the EPA and NHTSA announced fuel economy and GHG standards for medium‐ and heavy‐duty trucks for model years 2014–2018. The standards for CO2 emissions and fuel consumption are tailored to three main vehicle categories: combination tractors, heavy‐duty pickup trucks and vans, and vocational vehicles.
According to the EPA, this regulatory program will reduce GHG emissions and fuel consumption for the affected vehicles by 6 to 23 percent over the 2010 baselines.
In August 20
16, the EPA and NHTSA announced the adoption of the phase two program related to the fuel economy and GHG standards for medium‐ and heavy‐duty trucks. The phase two program will apply to vehicles with model year 2018 through 2027 for certain trailers, and model years 2021 through 2027 for semi‐truc
ks, large pickup trucks, vans, and all types and sizes of buses and work trucks. The final standards are expected to lower CO2 emissions by approximately 1.1 billion metric tons and reduce oil consumption by up to 2 billion barrels over the lifetime of the vehicles sold under the program.
In 2018, the President and the U.S. EPA stated their intent to halt various federal regulatory activities to reduce GHG emission, including the phase two prog ram. California and other states have stated their intent to challenge federal actions that would delay or eliminate GHG reduction measures and have committed to cooperating with other countries to implement global climate change initiatives. On September 27, 2019, the U.S. EPA and the NHTSA published the “Safer Affordable Fu el‐Efficient (SAFE) Vehicles Rule Part One: One National Program.” (84 Fed. Reg. 51,310 (Sept. 27, 2019.) The Part One Rule revokes California’s authority to set its own GHG emissions standards and set zero‐emission vehicle mandates in California. On March 31, 2020, the U.S. EPA and NHTSA finalized rulemaking for SAFE Part Two sets CO2 emissions standards and corporate av
erage fuel economy (CAFE) standards for passenger
vehicles and light duty trucks, covering model years 2021‐2026.
3.2 State of California
California Air Resources Board
The California Air Resources Board (CARB) is responsible for the coordination and oversight of State and local air pollution control programs in California. Various statewide and local initiatives to reduce California’s contribution to GHG emissions have raised awareness about climate change and its potential for severe long‐ter
m adverse environmental, social, and economic effects. California is a significant emitter of CO2 equivalents (CO2e) in the world and produced 459 million gross metric tons of CO2e in 2013.
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In the State, the transportation sector is the largest emitter of GHGs, followed by industrial operations such as manufacturing and oil and gas extraction.
The State of California legislature has enacted a series of bills that constitute the most aggressive program to reduce GHGs of any state in the nation. Some le gislation, such as the landmark Assembly Bill (AB) 32, California Global Warming Solutions Act of 2006, was specifically enacted to address GHG emissions.
Other legislation, such as Title 24 building efficiency standards and Title 20 appliance energy standards, were originally adopted for other purposes such as energy and water conservation, bu t also provide GHG reductions. This section describes the major provisions of the legislation.
Assembly Bill 32 (California Global Warming Solutions Act of 2006)
AB 32 instructs the CARB to develop and enforce regulations for the reporting and verification of statewide GHG emissions. AB 32 also directed CARB to set a GH
G emissions limit based on 1990 levels, to be achieved by 2020. It set a timeline for adopting a scoping plan for achieving GHG reductions in a technologically and economically feasible manner.
California Air Resource Board Scoping Plan
CARB adopted the Scoping Plan to achieve the goals of AB 32. Th e Scoping Plan establishes an overall
framework for the measures that would be adopted to reduce California’s GHG emissions. CARB determined that achieving the 1990 emissions level would require a reduction of GHG emissions of approximately 29 percent below what would otherwise occur in 2020 in the absence of new laws and regulations (r
eferred to as “business‐as‐usual”)2. The Scoping Plan evaluates opportunities for sector‐ specific reductions, integrates early actions and additional GHG reduction measures by both CARB and the State’s Climate Action Team, identifies additional measures to be pursued as regulations, and outlines the adopted role of a cap‐and‐trade program3. Additional development of these measures and adoption of the appropriate regulations occurred through the end of 2013. Key elements of the Scoping Plan include:
Expanding and strengthening existing energy efficiency programs, as well as building and appliance standards.
Achieving a statewide renewables energy mix of 33 percent by 2 020. Developing a California cap‐and‐trade program that links with other programs to create a regional market system and caps sources contributing 85 percent of California’s GHG emissions (adopted in 2011).
Establishing targets for transportation‐related GHG emissions for regions throughout California and pursuing policies and incentives to achieve th ose targets (several sustainable community strategies have been adopted).
2 CARB defines business‐as‐usual (BAU) in its Scoping Plan as emissions levels that would occur if California continued to grow and add new GHG emissions but did not adopt any measures to reduce emissions. Projections for each emission‐generating sector were compiled and used to estimate emissions for 2020 based on 20 02–2004 emissions intensities. Under CARB’s definition of BAU, new growth is assumed to have the same carbon intensities as was typical from 2002 through 2004. 3 The Climate Action Team, led by the secretary of the California Environmental Protection Agency, is a group of State agency secretaries and heads of agencies, boards, and departments. Team members work to coordinate statewide efforts to implement global warming emissions reduction programs and the State’s Climate Adaptation Strategy.
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Adopting and implementing measures pursuant to existing State laws and policies, including California’s clean car standards, heavy‐duty truck measures, the Low Carbon Fuel Standard (amendments to the Pavley Standard adopted 2009; Advanced Clean Car standard adopted 2012), goods movement measures, and the Low Carbon Fuel Standard (adopted 2009). Creating targeted f ees, including a public goods charge on water use, fees on gasses with high global warming potential, and a fee to fund the administrative costs of the State of California’s long‐term commitment to AB 32 implementation.
The California Sustainable Freight Action Plan was developed in 2016 and provides a vision for California’s transition to a more efficient, more economically competi tive, and less polluting
freight transport system. This transition of California’s freight transport system is essential to supporting the State’s economic development in coming decades while reducing pollution. CARB’s Mobile Source Strategy demonstrates how the State can si multaneously meet air quality standards, achieve GHG emission reduction targets, decrease health risk from transportation emissions, and reduce petroleum consumption over the next fifteen years. The mobile Source Strategy includes increasing ZEV buses and trucks.
In 2012, CARB released revised estimates of the expected 2020 emissions reductions. The revised analysis relied on emissions projections up
dated in light of current economic forecasts that accounted for the economic downturn since 2008, reduction measures already approved and put in place relating to future fuel and energy demand, and other factors. This update reduced the projected 2020 emissions from 596 million metric tons of CO2e (MMTCO2e) to 545 MMTCO2e. The reduction in forecasted 2020 emissions means that the revised business‐as‐usual reduction necessary to achieve AB 32’s goal of reaching 1990 levels by 2020 is now 21.7 percent, down from 29 percent. CARB also provided a lower 2020 inventory forecast that incorporated State‐led GHG emissions reduction measures already in pl ace. When this lower forecast is considered, the necessary reduction from business‐as‐usual needed to achieve the goals of AB 32 is approximately 16 percent.
CARB adopted the first major update to the Scoping Plan on May 22, 2014. The updated Scoping Plan summarizes the most recent sc ience related to climate change, including anticipated impacts to California and the levels of GHG emissions reductions necessary to likely avoid risking irreparable damage. It identifies the actions California has already taken to reduce GHG emissions and focuses on areas where further reductions could be achieved to help meet the 2020 targe t established by AB 32.
In 2016, the Legislature passed Senate Bill (SB) 32, which codifies a 2030 GHG emissions reduction target of 40 percent below 1990 levels. With SB 32, the Legislature passed companion legislation, AB 197, which provides additional direction for developing the Scoping Plan. On December 14, 2017 CARB adopted a second upda
te to the Scoping Plan4. The 2017 Scoping Plan details how the State will reduce GHG emissions to meet the 2030 target set by Executive Order B‐30‐15 and codified by SB 32. Other objectives listed in the 2017 Scoping plan are to provide direct GHG emissions reductions; support climate investment in disadvantaged communities; and, supp ort the Clean Power Plan and other Federal actions.
4 California Air Resources Board, California’s 2017 Climate Change Scoping Plan, https://www.arb.ca.gov/cc/scopingplan/scoping_plan_2017.pdf. Accessed May 9, 2018.
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Senate Bill 32 (California Global Warming Solutions Act of 2006: Emissions Limit)
Signed into law in September 2016, SB 32 codifies the 2030 GHG reduction target in Executive Order B‐ 30‐15 (40 percent below 1990 levels by 2030). The bill authorizes CARB to adopt an interim GHG emissions level target to be achieved by 2030. CARB also must adopt rules an d regulations in an open public process to achieve the maximum, technologically feasible, and cost‐effective GHG reductions.
SB 375 (The Sustainable Communities and Climate Protection Act of 2008)
Signed into law on September 30, 2008, SB 375 provides a pr ocess to coordinate land use planning,
regional transportation plans, and funding priorities to help California meet the GHG reduction goals established by AB 32. SB 375 requires metropolitan planning organizations to include sustainable community strategies in their regional transportation plans for reducing GHG emissions, aligns planning for transportation and housing, and cr eates specified incentives for the implementation of the strategies.
AB 1493 (Pavley Regulations and Fuel Efficiency Standards)
AB 1493, enacted on July 22, 2002, required CARB to develop and adopt regulations that reduce GHGs emitted by passenger vehicles and light duty trucks. Implementation of the regulation was delayed by lawsuits filed by automakers and by the EPA’s denial of an imple mentation waiver. The EPA subsequently
granted the requested waiver in 2009, which was upheld by the by the U.S. District Court for the District of Columbia in 2011. The regulations establish one set of emission standards for model years 2009–2016 and a second set of emissions standards for model ye
ars 2017 to 2025. By 2025, when all rules will be fully implemented, new automobiles will emit 34 percent fewer CO2e emissions and 75 percent fewer smog‐ forming emissions.
SB 1368 (Emission Performance Standards)
SB 1368 is the companion bill of AB 32, which directs the California Public Utilities Commission (CPUC) to adopt a performance standard for GHG emissions for the future power purchases of California utilities. SB 1368 limits carbon emissions associated with ele
ctrical energy consumed in California by forbidding procurement arrangements for energy longer than 5 years from resources that exceed the emissions of a relatively clean, combined cycle natural gas power plant. The new law effectively prevents California’s utilities from investing in, otherwise financially supporting, or purchasing power from ne w coal plants located in or out of the State. The CPUC adopted the regulations required by SB 1368 on August 29, 2007.
The regulations implementing SB 1368 establish a standard for baseload generation owned by, or under long‐term contract to publicly owned utilities, for 1,100 pounds of CO2 per megawatt‐hour.
SB 1078 and SBX1‐2 (Renewable Electricity Standards)
SB 1078 requires California to generate 20 percent of its electricity from renewable energy by 2017. SB 107 changed the due date to 2010 instead of 2017. On November 17, 2008, Governor Arnold Schwarzenegger signed Executive Order S‐14‐08, which establish ed a Renewable Portfolio Standard target
for California requiring that all retail sellers of electricity serve 33 percent of their load with renewable energy by 2020. Executive Order S‐21‐09 also directed CARB to adopt a regulation by July 31, 2010, requiring the State’s load serving entities to m eet a 33 percent renewable energy target by 2020. CARB approved the Renewable Electricity Standard on September 23, 2010 by Resolution 10‐23. SBX1‐2, which codified the 33 percent by 2020 goal.
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SB 350 (Clean Energy and Pollution Reduction Act of 2015)
Signed into law on October 7, 2015, SB 350 implements the goals of Executive Order B‐30‐15. The objectives of SB 350 are to increase the procurement of electricity from renewable sources from 33 percent to 50 percent (with interim tar gets of 40 percent by 2024, and 25 percent by 2027) and to double the energy efficiency savings in electricity and natural gas end uses of retail customers through energy efficiency and conservation. SB 350 also reorganizes the Independent System Operator to develop more regional electricity transmission markets and improve accessibility in these markets, which will facilita te the growth of renewable energy markets in the western United States.
AB 398 (Market‐Based Compliance Mechanisms)
Signed on July 25, 2017, AB 398 extended the duration of the Cap‐and‐Trade program from 2020 to 2030.
AB 398 required CARB to update the Sc oping Plan and for all GHG rules and regulations adopted by the State. It also designated CARB as the statewide regulatory body responsible for ensuring that California meets its statewide carbon pollution reduction targets, while retaining local air districts’ responsibility and authority to curb toxic air contaminants and criteria pollutants fr om local sources that severely impact public health. AB 398 also decreased free carbon allowances over 40 percent by 2030 and prioritized Cap‐ and‐Trade spending to various programs including reducing diesel emissions in impacted communities.
SB 150 (Regional Transportation Plans)
Signed on October 10, 2017, SB 150 aligns local and re gional GHG reduction targets with State targets (i.e. 40 percent below their 1990 levels by 2030). SB 150 creates a process to include communities in discussions on how to monitor their regions’ progress on meeting these goals. The bill also requires the CARB to regularly report on that progress, as well as on the successes and the challe nges regions experience associated with achieving their targets. SB 150 provides for accounting of climate change efforts and GHG reductions and identify effective reduction strategies.
SB 100 (California Renewables Portfolio Standard Program: Emissions of Greenhouse Gases)
Signed into Law in September 2018, SB 100 increase
d California’s renewable electricity portfolio from 50
to 60 percent by 2030. SB 100 also established a further goal to have an electric grid that is entirely powered by clean energy by 2045.
Executive Orders Related to GHG Emissions
California’s Executive Branch has taken several actions to reduce GHGs using ex ecutive orders. Although
not regulatory, they set the tone for the State and guide the actions of state agencies.
Executive Order S‐3‐05. Executive Order S‐3‐05 was issued on June 1, 2005, which established the following GHG emissions reduction targets:
By 2010, reduce GHG emissions to 2000 levels.
By 2020, reduce GH
G emissions to 1990 levels.
By 2050, reduce GHG emissions to 80 percent below 1990 levels.
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The 2050 reduction goal represents what some scientists believe is necessary to reach levels that will stabilize the climate. The 2020 goal was established to be a mid‐term target. Because this is an executive order, the goals are not legally enforceable for local governments or the private sector.
Executive Order S‐01‐07. Issued on Jan uary 18, 2007, Executive Order S 01‐07 mandates that a statewide goal shall be established to reduce the carbon intensity of California’s transportation fuels by at least 10 percent by 2020. The executive order established a Low Carbon Fuel Standard (LCFS) and directed the Secretary for Environm ental Protection to coordinate the actions of the California Energy Commission, CARB, the University of California, and other agencies to develop and propose protocols for measuring the “life‐cycle carbon intensity” of transportation fuels. CARB adopted the LCFS on April 23, 2009.
Executive Order S‐13‐08. Issued on November 14, 2008, Exec utive Order S‐13‐08 facilitated the California
Natural Resources Agency development of the 2009 California Climate Adaptation Strategy. Objectives include analyzing risks of climate change in California, identifying and exploring strategies to adapt to climate change, and specifying a direction for future research.
Executive Order S‐14‐08. Issued on No
vember 17, 2008, Executive Order S‐14‐08 expands the State’s Renewable Energy Standard to 33 percent renewable power by 2020. Additionally, Executive Order S‐21‐ 09 (signed on September 15, 2009) directs CARB to adopt regulations requiring 33 percent of electricity sold in the State come fro m renewable energy by 2020. CARB adopted the Renewable Electricity Standard on September 23, 2010, which requires 33 percent renewable energy by 2020 for most publicly owned electricity retailers.
Executive Order S‐21‐09. Issued on July 17, 2009, Executive Order S‐21‐09 directs CARB to adopt regulations to increase Ca lifornia's RPS to 33 percent by 2020. This builds upon SB 1078 (2002), which established the California RPS program, requiring 20 percent renewable energy by 2017, and SB 107 (2006), which advanced the 20 percent deadline to 2010, a goal which was expanded to 33 percent by 2020 in the 2 005 Energy Action Plan II.
Executive Order B‐30‐15. Issued on April 29, 2015, Executive Order B‐30‐15 established a California GHG reduction target of 40 percent below 1990 levels by 2030 and directs CARB to update the Climate Change Scoping Plan to express the 2030 target in ter ms of million metric tons of CO2e (MMTCO2e). The 2030 target acts as an interim goal on the way to achieving reductions of 80 percent below 1990 levels by 2050, a goal set by Executive Order S‐3‐05. The executive order also requires the State’s climate adaptation plan to be updated every three years and for the St ate to continue its climate change research program, among other provisions. With the enactment of SB 32 in 2016, the Legislature codified the goal of reducing GHG emissions by 2030 to 40 percent below 1990 levels.
Executive Order B‐55‐18. Issued on September 10, 2018, Executive Order B‐55‐18 establis hes a goal to
achieve carbon neutrality as soon as possible, and no later than 2045, and achieve and maintain net negative emissions thereafter. This goal is in addition to the existing statewide targets of reducing GHG emissions. The executive order requires CARB to work with relevant state agencies to develop a framework for imple
menting this goal. It also requires CARB to update the Scoping Plan to identify and recommend measures to achieve carbon neutrality. The executive order also requires state agencies to develop sequestration targets in the Natural and Working Lands Climate Change Implementation Plan.
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Executive Order N‐79‐20. Signed in September 2020, Executive Order N‐79‐20 establishes as a goal that where feasible, all new passenger cars and trucks, as well as all drayage/cargo trucks and off‐road vehicles and equipment, sold in California, will be zero‐emission by 2035. The executive order sets a similar goal requiring tha
t all medium and heavy‐duty vehicles will be zero‐emission by 2045 where feasible. It also directs CARB to develop and propose rulemaking for passenger vehicles and trucks, medium‐and heavy‐ duty fleets where feasible, drayage trucks, and off‐road vehicles and equipment “requiring increasing volumes” of new zero emission vehicles (ZEVs) “towa
rds the target of 100 percent.” The executive order
directs the California Environmental Protection Agency, the California Geologic Energy Management Division (CalGEM), and the California Natural Resources Agency to transition and repurpose oil production facilities with a goal toward meeting carbon neutrality by 2045. Ex ecutive Order N‐79‐20 builds upon the CARB Advanced Clean Trucks regulation, which was adopted by CARB in July 2020.
California Regulations and Building Codes
California has a long history of adopting regulations to improve energy efficiency in new and remodeled buildings. These regulations have kept California’s energy consu mption relatively flat even with rapid population growth.
Title 20 Appliance Efficiency Regulations. The appliance efficiency regulations (California Code of Regulations [CCR] Title 20, Sections 1601‐1608) include standards for new appliances. Twenty‐three categories of appliances are included in the scope of these regulations. These standards include minimum levels of operating effi
ciency, and other cost‐effective measures, to promote the use of energy‐ and water‐efficient appliances.
Title 24 Building Energy Efficiency Standards. California’s Energy Efficiency Standards for Residential and Nonresidential Buildings (CCR Title 24, Part 6), was first adopted in 1978 in response to a legislative mandate to reduce California’s energy consump
tion. The standards are updated periodically to allow consideration and possible incorporation of new energy efficient technologies and methods. Energy efficient buildings require less electricity; therefore, increased energy efficiency reduces fossil fuel consumption and decreases GHG emissions. The 2016 Building Energy Efficiency Standards approved on January 19, 2016 went in to effect on January 1, 2017. The 2019 Building Energy Efficiency Standards were adopted on May 9, 2018 and took effect on January 1, 2020. Under the 2019 standards, homes will use about 53 percent less energy and nonresidential buildings will use about 30 percent less energy than buildings under th e 2016 standards.
Title 24 California Green Building Standards Code. The California Green Building Standards Code (CCR Title 24, Part 11 code) commonly referred to as the CALGreen Code, is a statewide mandatory construction code developed and adopted by the California Building Standards Commission and the Department of Housing and Community Development. The CALGreen standards r equire new residential and commercial
buildings to comply with mandatory measures under the topics of planning and design, energy efficiency, water efficiency/conservation, material conservation and resource efficiency, and environmental quality.
CALGreen also provides voluntary tiers and measures that local governments may adopt that encourage or require additional meas ures in the five green building topics. The most recent update to the CALGreen Code went into effect January 1, 2017. Updates to the 2016 CALGreen Code took effect on January 1, 2020 (2019 CALGreen). The 2019 CALGreen standards will continue to improve upon the existing standards for new construction of, and additions and alterations to , residential and nonresidential buildings.
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CARB Advanced Clean Truck Regulation
CARB adopted the Advanced Clean Truck Regulation in June 2020 requiring truck manufacturers to transition from diesel trucks and vans to electric zero‐emission trucks beginning in 2024. By 2045, every new truck sold in California is required to be zero‐emission. This rule directly addresses disproportionate risks and heal
th and pollution burdens and puts California on the path for an all zero‐emission short‐haul drayage fleet in ports and railyards by 2035, and zero‐emission “last‐mile” delivery trucks and vans by 2040. The Advanced Clean Truck Regulation accelerates the transition of zero‐emission mediu m‐ and heavy‐duty vehicles from Class 2b to Class 8. The regulation has two components including a manufacturer sales requirement, and a reporting requirement:
Zero‐Emission Truck Sales: Manufacturers who certify Class 2b through 8 chassis or complete vehicles with combustion engines are required to sell zero‐emission trucks as an incre asing percentage of their annual California sales from 2024 to 2035. By 2035, zero‐emission truck/chassis sales need to be 55 percent of Class 2b – 3 truck sales, 75 percent of Class 4 – 8 straight truck sales, and 40 percent of truck tractor sales.
Company and Fl eet Reporting: Large employers including retailers, manufacturers, brokers and others would be required to report information about shipments and shuttle services. Fleet owners, with 50 or more trucks, would be required to report about their existing fleet operations.
This information would help identify future strategies to ensure that fleets pu rchase available zero‐emission trucks and place them in service where suitable to meet their needs.
3.3 Regional
South Coast Air Quality Management District Thresholds
The South Coast Air Quality Management District (SCAQMD) formed a GHG California Environmental Quality Act (CEQA) Significance Threshold Working Group to provide guidance to local lead agencies on determining significance for GHG emissions in their CEQA documents. As of the last Working Group meeti
ng (Meeting 15) held in September 2010, the SCAQMD is proposing to adopt a tiered approach for evaluating GHG emissions for development projects where SCAQMD is not the lead agency.
With the tiered approach, the Project is compared with the requirements of each tier sequentially and would not result in a sign
ificant impact if it complies with any tier. Tier 1 excludes projects that are specifically exempt from SB 97 from resulting in a significant impact. Tier 2 excludes projects that are consistent with a GHG reduction plan that has a certified final CEQA document and complies with AB 32 GHG reduction goals. Tier 3 excl udes projects with annual emissions lower than a screening threshold. For all industrial projects, the SCAQMD has proposed a screening threshold of 10,000 metric tons of CO2e (MTCO2e) per year. During Working Group Meeting #7 it was explained that this threshold was derived using a 90 percent capture rate of a large sampling of industrial facilities. During Meeting #8, the Working Group defined industrial uses as production, manufacturing, and fabrication activities or storage and distribution (e.g., warehouse, transfer facility, et c.). SCAQMD concluded that projects with emissions less than the screening threshold would not result in a significant cumulative impact.
As the project involves the construction of a new warehouse, the 10,000 MTCO2e per year industrial screening threshold has been selected as the significance threshold, as it is most applicable to the proposed project.
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Southern California Association of Governments
On September 3, 2020, the Southern California Association of Governments (SCAG) Regional Council adopted the 2020‐2045 Regional Transportation Plan/ Sustainable Communities Strategy (RTP/SCS). The RTP/SCS charts a course for closely integrating land use and transportation so that the region can grow smartly and sustainably. The strategy was pre pared through a collaborative, continuous, and comprehensive process with input from local governments, county transportation commissions, tribal governments, non‐profit organizations, businesses and local stakeholders within the counties of Imperial, Los Angeles, Orange, Riverside, San Bernardino, and Ventura. The RTP/SCS is a long‐range vision plan that balances fu ture mobility and housing needs with economic, environmental, and public health goals. The SCAG region strives toward sustainability through integrated land use and transportation planning. The SCAG region must achieve specific federal air quality standards and is required by state law to lower regional GHG emissions.
San Bernardino County Regional Greenhouse Gas R eduction Plan
In response to statewide GHG reduction initiatives, the San Bernardino Associated Governments (formerly SANBAG, now known as San Bernardino Council of Governments or SBCOG), cooperated to compile an inventory of GHG emissions and an evaluation of reduction measures to be adopted by the cities partnering within SBCOG. Redu
ction measures in the GHG Reduction Plan (GHGRP) are targeting GHG goals for the year 2020. Several of the measures and policies mentioned in the GHGRP for the City of Rialto are from the RGP. The policies listed in the GHGRP range from broadly supporting energy efficiency and sustainability to policies closely ti ed to specific GHG reduction measures. Application of these policies is expected to reduce local GHGs by an estimated 387,998 MTCO2e from “business as usual” levels in 2020.
This would equate to a 28.0 percent reduction in GHGs from the 2008 levels of 1,238,926 MTCO2e annually.
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 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 2‐30: Incorporate green buil
ding and other sustainable building practices into development projects.
Policy 2.30.1: Explore and adopt the use of green building 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 beyon d the requirements of Title 24 of the California Administrative Code, and encourage energy‐efficient design elements, as appropriate.
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Policy 2‐30.3: Support sustainable building 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.
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: Encourage the participation of environmental groups, the business community, civic groups, special interest groups, and the pu blic 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: Mitigate against climate change.
Policy 2‐38.1: Consult with State agencies, SCAG, and the San Bernardi no Council of Governments (SBCOG) to implement AB 32 and SB 375 by utilizing incentives to facilitate infill and transit‐oriented development.
Policy 2‐38.2: Encourage development of transit‐oriented and infill development, and encourage a mix of uses that foster walking and alternative transportation in Downtown and along Foothill Boulevar d.
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 (BRT).
Policy 2‐38.4: The City shall participate in the San Bernardino Regional Greenhouse Inventory and Reduction Plan.
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4 SIGNIFICANCE CRITERIA AND METHODOLOGY
4.1 CEQA Thresholds and Significance Criteria
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:
Generate GHG emissions, either directly or indirectly, that may have a significant impact on the environment, based on any applicable threshold of significance; or Conflict with any ap
plicable plan, policy or regulation of an agency adopted for the purpose of reducing the emissions of GHGs.
Addressing GHG emissions generation impacts requires an agency to determine what constitutes a significant impact. The amendments to the CEQA Guidelines specifically allow lead agencies to determine thresholds of significance that illustrate th
e extent of an impact and are a basis from which to apply mitigation measures. This means that each agency is left to determine whether a project’s GHG emissions will have a “significant” impact on the environment. The guidelines direct that agencies are to use “careful judgme
nt” and “make a good‐faith effort, based to the extent possible on scientific and factual data, to describe, calculate or estimate” the project’s GHG emissions5.
South Coast Air Quality Management Thresholds
The SCAQMD has not announced when staff is expecting to present a finalized version of its GHG thresholds to the governing board. On September 28, 2010, the SCAQMD recommended an interim screening level numeric “bright-line” threshold of 10,000 metric tons per year of CO 2e for industrial land uses. During
Meeting #8, the Working Group defined industrial uses as production, manufacturing, and fabrication activities or storage and distribution (e.g., warehouse, transfer facility, etc.). These efficiency‐based thresholds were developed as part of the SCAQMD GHG CEQA Significance Threshold Working Group. This working group was formed to assist SC AQMD’s efforts to develop a GHG significance threshold and is composed of a wide variety of stakeholders including the State Office of Planning and Research, CARB, the Attorney General’s Office, a variety of city and county planning departments in the SCAB, various utilities such as sanitation and power companies throug hout the SCAB, industry groups, and environmental and professional organizations. The numeric “bright line” was developed to be consistent with CEQA requirements for developing significance thresholds, are supported by substantial evidence, and provides guidance to CEQA practitioners in determining whether GHG emissions from a proposed project are significant. Additionally, the SCAQMD GH G Significance Threshold Stakeholder Working Group has specified that a warehouse is considered to be an industrial project.6 Furthermore, the Working Group indicated that the 10,000 MTCO2e per year threshold applies to both emissions from construction and operational phases plus indirect emissions (electricity, water use, etc.).
The City of Rialto has not adopted project‐specific significance thresholds. As the Project involves the construction of new warehouse buildings, the 10,000 MTCO 2e per year industrial screening threshold has
been selected as the significance threshold, as it is most applicable to the proposed Project. This threshold is selected because the proposed Project is analogous to an industrial use much more closely than any
5 14 California Code of Regulations, Section 15064.4a
6 South Coast Air Quality Management District, Minutes for the GHG CEQA Significance Threshold Stakeholder Working Group #8, 2009.
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other land use such as commercial or residential in terms of its expected operating characteristics. Typical industrial zoned areas include storage facilities, warehouses, plants, and airports, while commercial land uses are generally designated as businesses that have some kind of interaction with the public and typically include offices, retail stores, hotels, or resta urants. Additionally, the SCAQMD GHG Significance Threshold Stakeholder Working Group has specified that a warehouse is considered to be an industrial project.7 The 10,000 MTCO2e per year threshold is used in addition to the qualitative thresholds of significance set forth below from Section VII of Appendix G to the CEQA Guidelines.
4.2 Methodology
Global climate change is, by definition, a cumulative impact of GHG emissions. Therefore, there is no project‐level analysis. The baseline against which to compare potential impacts of the project includes the natural and anthropogenic drivers of global climate change, including world‐wide GHG emissions from human activities which almost doubled be tween 1970 and 2010 from approximately 27 gigatonnes (Gt) of CO2/year to nearly 49 GtCO2/year.8 As such, the geographic extent of climate change and GHG emissions' cumulative impact discussion is worldwide.
The project’s construction and operational emissions were calculated using the California Emissions Estimator Model version 2016.3.2 (CalEEMod). Details of the modeling assumptions and emission factors are provided in Appendix A: Greenhouse Gas Emissions Data. For constr uction, CalEEMod calculates
emissions from off‐road equipment usage and on‐road vehicle travel associated with haul, delivery, and construction worker trips. GHG emissions during construction were forecasted based on the proposed construction schedule9 and applying the mobile‐source and fugitive dust emissions factors derived from CalEEMod. The project’s construction‐related GHG emissions would be generated from off‐road construction equipment, on‐road hauling and vendor (material delivery) trucks, and worker vehicles. The project’s operational‐related GHG emissions would be generated by vehicular traffic, area sou rces (e.g., landscaping maintenance, consumer products), electrical generation, natural gas consumption, water supply and wastewater treatment, and solid waste.
It should be noted that CalEEMod emission factors incorporate compliance with some, but not all, applicable rules and regulations regarding energy efficiency and vehicle fuel efficiency, and other GHG reduction policies, as descr
ibed in the CalEEMod User’s Guide (November 2017). For example, RPS is not accounted for in the current version of CalEEMod. Reductions from RPS are addressed by revising the electricity emission intensity factor in CalEEMod to account for the utility complying with the 33 percent renewable mandate by 2020. As of 201 8 (latest available), Southern California Edison’s (SCE) power mix was at 36 percent renewable energy10 and will be required to achieve the 60 percent renewable energy goal by 2030 established by SB 100. The CalEEMod carbon intensity factor was adjusted within the model to represent Southern California Edison’s current emissions rate.
7 South Coast Air Quality Management District, Minutes for the GHG CEQA Significance Threshold Stakeholder Working Group #8, 2009.
8 Intergovernmental Panel on Climate Change, Climate Change 2014 Mitigation of Climate Change Working Group III Contribution to the Fifth Assessment Report of the Intergovernmental Panel on Climate Change, 2014. 9 Project construction was modeled to start in 2021 but would commence at a later date. 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). For emissions modeling purposes, conservatively analyzing the emi
ssions using an earlier construction start date (i.e., 2021), provides for a worst‐case analysis and full disclosure of potential air quality impacts.
10 California Energy Commission, 2018 Power Content Label, July 2019.
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Energy savings from water conservation resulting from the Green Building Code Standards for indoor water use and California Model Water Efficient Landscape Ordinance for outdoor water use are not included in CalEEMod. The Water Conservation Act of 2009 mandates a 20 percent reduction in urban water use that is implemented with these regulations. Benefits of the water conservation regulations are applied in th
e CalEEMod mitigation component. Adjustments were also made for Project design features that would reduce GHG emissions. The proposed Project would also be constructed in conformance with CALGreen, which requires high‐efficiency water fixtures for indoor plumbing and water efficient irrigation systems.
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5 POTENTIAL IMPACTS AND MITIGATION
5.1 Greenhouse Gas Emissions
Threshold 5.1 Would the Project generate GHG emissions, either directly or indirectly, that could have a significant impact on the environment?
Short‐Term Construction Greenhouse Gas Emissions
The Project would result in direct emissions of GHGs from construction. The approximate quantity of daily GHG emissions generated by construction equipment utilized to build the Project is depicted in Table 3:
Construction‐Related Greenhouse Gas Emissions.
Table 3: Construction‐Related Greenhouse Gas Emissions
Category MTCO2e
Total Construction Emissions 2,161.06
30‐Year Amortized Construction 72.03
Note: Construction model based on earliest possible construction date, January 2021. Delaying the start of construction would only likely reduce emissions as emission control technology will improve in the future.
Source: CalEEMod version 2016.3.2. Refer to Appendix A for model outputs.
As shown, the Project would result in the generation of approximately 2,161.06 MTCO 2e over the course
of construction. Construction GHG emissions are typically summed and amortized over the lifetime of the Project (assumed to be 30 years), then added to the operational emissions.11 The amortized Project construction emissions would be 72.03 MTCO2e per year. Once construction is complete, the generation of these GHG emissions would cease.
Long‐Term Operational Greenhouse Gas Emissions
Operational or long‐term emissions occur over the life of the Project. GHG emissions would result from direct emissions such as Project generated vehicular traffic, on‐site combustion of natural gas, and operation of any landscaping equipment. Operational GHG emissions would also result from indirect sources, such as off‐site generation of electri
cal power, the energy required to convey water to, and wastewater from the Project, the emissions associated with solid waste generated from the Project, and any fugitive refrigerants from air conditioning or refrigerators.
Total GHG emissions associated with the Project are summarized in Table 4: Project Greenhouse Gas Emissions (Unmitigated). As shown in Table 4, the Project would generate approximately 7,486.01 MTCO2e annually from both construction and operations and the Project‐related GHG emissions would not exceed the City’s 10,000 MTCO2e per year threshold. Therefore, impacts would be less than significant.
11 The project lifetime is based on the standard 30‐year assumption of the South Coast Air Quality Management District (South Coast Air Quality Management District, Minutes for the GHG CEQA Significance Threshold Stakeholder Working Group #13, August 26, 2009).
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Table 4: Project Greenhouse Gas Emissions (Unmitigated) Emissions Source MTCO2e per Year
Area 0.03
Energy 466.01
Mobile 5,952.28
Offroad 123.19
Waste 316.72
Water 555.66
Amortized Construction Emissions 72.03
Total Annual Project GHG
Emissions 7,486.01
Threshold 10,000
Exceeds Threshold? 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.
Mitigation Measures: No mitigation is required.
Level of Significance: Less than significant impact.
5.2 Greenhouse Gas Reduction Plan Compliance
Threshold 5.2 Would the Project conflict with an applicable plan, policy, or regulation of an agency adopted for the purpose of reducing GHG emissions?
San Bernardino County Regional Greenhouse Gas Reduction Plan Consistency
The City follows the 2014 GHGRP, which serves as a long‐term vision for how the City, along with neigh
boring cities, can be more environmentally friendly and provides guidance for residents, City staff, and decision makers in the community on how to achieve future sustainability goals. The goals outlined in the GHGRP target GHG emissions in the year 2020. As shown in Table 5: San Bernardino County Regional Greenhouse Gas Reduction Plan Consistency, the Project would not conflict with the goals in the GHGRP.
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Table 5: San Bernardino County Regional Greenhouse Gas Reduction Plan Consistency SBCOG Goals Compliance
GOAL 1: Continue to support the regional bus system
to provide intra‐city service, inter‐city service
to major employment centers, and connect
with other regional transportation transfer
points.
N/A: This is not a transportation improvement project
and is therefore not applicable.
GOAL 2: Where needed and appropriate, require new
development to provide transit facilities and
accommodations, such as bus shelters and
turnouts, consistent with regional agency
plans and existing and anticipated demands.
Consistent: The Project is not located immediately adjacent to an existing bus route. Therefore, the new
development would not need to provide transi t
facilities and accommodations for buses.
GOAL 3: Continue to implement traffic signal systems
and intelligent transportation systems (ITS)
components (not limited to signal
coordination, highway advisory radio, closed
circuit television, emergency vehicle signal
preemption, etc.) along arterial roadways
and sub‐areas, in accordance to the City’s
traffic Signal System Conceptual Buildout
Plan and in compliance with regional and
appropriate ITS Architecture Ma
ster Plans
N/A: This is not a transportation improvement project
and is therefore not applicable.
GOAL 4: Continue to develop non‐motorized trails
and bicycle routes as identified in the RGP;
Parks, Recreation and Trails Element and the
adopted Regional Non‐Motorized
Transportation Plan.
N/A: This is not a transportation improvement project
and is therefore not applicable.
GOAL 5: Require that all new development adjacent to non‐motorized trails provide bicycle and
pedestrian routes linked to those facilities.
Consistent: The Project is not located adjacent to non‐ motorized trails. Therefore, the new
development would not need to provide bicycle
and pedestrian routes linked to those facilities.
However, Mitigation Measure AQ‐3, as required
in the Pr
oject Air Quality Analysis (refer to
Section 4.2) requires the implementation of a
Transportation Demand Management (TDM)
program to reduce single occupant vehicle trips
and encourage transit.
GOAL 6: Increase densities through transit‐oriented development in the core of the city adjacent
to the Metrolink and Omni‐trans hub.
N/A: This is not a project‐specific policy. However, the Project is required to comply with the provisions
of the California Building Energy Efficiency
Standards and the Green Building Standard s
Code (CALGreen) and is located near existing
development and transit.
GOAL 7: Activity Centers should be linked with
residential neighborhoods and be accessible
by multiple modes of transportation.
N/A: This is not a project‐specific policy and is therefore not applicable.
Source: San Bernardino County Transportation Authority, San Bernardino County Regional Greenhouse Gas Reduction Plan, March 2014.
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Regional Transportation Plan/Sustainable Communities Strategy Consistency
The RTP/SCS is a long‐range visioning plan that balances future mobility and housing needs with economic, environmental, and public health goals. The RTP/SCS embodies a collective vision for the region’s future and is developed with input from local governments, county transportation commissions, tribal governments, nonprofit organizations, businesses, and local stakeholders in th e counties of Imperial, Los Angeles, Orange, Riverside, San Bernardino, and Ventura. SCAG’s RTP/SCS establishes GHG emissions goals for automobiles and light‐duty trucks for 2020 and 2035 as well as an overall GHG target for the Project region consistent with both the targe t date of AB 32 and the post‐2020 GHG reduction goals of Executive Orders 5‐03‐05 and B‐30‐15.
The RTP/SCS contains over 4,000 transportation projects, ranging from highway improvements, railroad grade separations, bicycle lanes, new transit hubs and replacement bridges. These future investments were included in county pl ans developed by the six county transportation commissions and seek to reduce traffic bottlenecks, improve the efficiency of the region’s network, and expand mobility choices for everyone. The RTP/SCS is an important planning document for the region, allowing project sponsors to qualify for federal funding.
The plan accounts for operations and mainte
nance costs to ensure reliability, longevity, and cost effectiveness. The RTP/SCS is also supported by a combination of transportation and land use strategies that help the region achieve state GHG emissions reduction goals and Federal Clean Air Act (FCAA) requirements, preserve open space areas, improve public health and roadway safety, supp ort our vital goods movement industry, and utilize resources more efficiently. GHG emissions resulting from development‐related mobile sources are the most potent source of emissions, and therefore Project comparison to the RTP/SCS is an appropriate indicator of whether the Project would inhibit the post‐2020 GHG reduction goals promulgated by the state. Th e Project’s consistency with the RTP/SCS goals is analyzed in detail in Table 6: Regional Transportation Plan/Sustainable Communities Strategy Consistency.
Compliance with applicable State standards would ensure consistency with State and regional GHG reduction planning efforts. The goals stated in the RTP/SCS were used to determine consistency with the planning efforts previously stated. As shown in Table 6, the proposed Project would be consistent with the stated goals of the RTP/SCS. Therefore, the proposed Project would not result in any significant impacts or interfere with SCAG’s ability to achieve the region’s post‐2020 mobile source GHG reduction targets.
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Table 6: Regional Transportation Plan/Sustainable Communities Strategy Consistency SCAG Goals Compliance
GOAL 1: Encourage regional economic prosperity
and global competitiveness.
N/A: This is not a project‐specific policy and is therefore not applicable. However, the Project is located on a
vacant site and development of the site would
contribute to regional economic prosperity.
GOAL 2: Improve mobility, accessibility, reliability, and travel safety for people and goods.
Consistent: Although this Project is not a transportation improvement project, the Project is located near
existing transit routes on SR‐210.
GOAL 3: Enhance the preservation, security, and
resilience of the regional transportation
system.
N/A: This is not a transportation improvement project and is therefore not applicable.
GOAL 4: Increase person and goods movement and
travel choices within the transportation
system.
N/A: This is not a transportation improvement project and is therefore not applicable. However, the Project includes a warehouse use that would support goods
movement.
GOAL 5: Reduce greenhouse gas emissions and
improve air quality.
Consistent: The Project is located within an urban area in proximity to existing truck routes and freeways.
Location of the Project within a developed area
would reduce trip lengths, which would reduce GHG
and air quality emissions.
GOAL 6: Support healthy and equitable communities Consistent: With mitigation, the Project does not exceed regional thresholds, localized threshold, and is below
the cancer risk threshold (refer to Air Quality
Assessment and Health Risk Assessment prepared
for this Project). Based on the Friant Ranch decision,
projects that do not exceed the SCAQMD’s LS Ts
would not violate any air quality standards or
contribute substantially to an existing or projected air quality violation and result in no criteria pollutant health impacts.
GOAL 7: Adapt to a changing climate and support an
integrated regional development pattern
and transportation network.
N/A: This is not a project‐specific policy and is therefore not applicable.
GOAL 8: Leverage new transportation technologies
and data‐driven solutions that result in
more efficient travel.
N/A: This is not a project‐specific policy and is therefore not applicable.
GOAL 9: Encourage development of diverse housing
types in areas that are supported by
multiple transportation options.
N/A: The Project involves development of a warehouse and does not include housing.
GOAL
10:
Promote conservation of natural and
agricultural lands and restoration of
habitats.
N/A: This Project is located on previously disturbed land and is not located on agricultural lands.
Source: Southern California Association of Governments, Connect SoCal (2020–2045 Regional Transportation Plan/Sustainable Communities Strategy), 2020.
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California Air Resource Board Scoping Plan Consistency
The California State Legislature adopted AB 32 in 2006. AB 32 focuses on reducing GHGs (CO2, CH4, NOX, HFCs, PFCs, and SF6) to 1990 levels by the year 2020. Pursuant to the requirements in AB 32, CARB adopted the Climate Change Scoping Plan (CCSP) in 2008, which outlines actions recommended to obtain that goal.
The CCSP provides a range of GHG reduction actions that include direct regulations, alternative compliance mechanisms, monetary and non‐mon etary incentives, voluntary actions, market‐based mechanisms such as the cap‐and‐trade program, and an AB 32 implementation fee to fund the program.
As shown in Table 7: Project Consistency with Applicable CARB Scoping Plan Measures, the Project is consistent with most of the strategies, while others are not applicable to the Project.
The 2017 CCSP Update identifies additional GHG reduction measures necessary to achieve the 2030 target. These measures build upon those identified in the first update to the CCSP in 2013. Although a number of these measures are currently establishe d as policies and measures, some measures have not yet been formally proposed or adopted. It is expected that these actions to reduce GHG emissions will be adopted as required to achieve statewide GHG emissions targets. As such, impacts related to consistency with the Scoping Plan would be less than significant.
Table 7: Project Consistency with Applicable CARB Scoping Plan Measures Scoping Plan
Sector
Scoping Plan
Measure
Implementing
Regulations Project Consistency
Transportation
California Cap‐and‐
Trade Program
Linked to Western
Climate Initiative
Regulation for the
California Cap on GHG
Emissions and Market‐
Based Compliance
Mechanism October
20, 2015 (CCR 95800)
Consistent. The Cap‐and‐Trade Program applies to
large industrial sources such as power plants,
refineries, and cement manufacturers. However, the regulation indirectly affects people who use the
products and se
rvices produced by these industrial
sources when increased cost of products or services (such as electricity and fuel) are transferred to the consumers. The Cap‐and‐Trade Program covers the
GHG emissions associated with electricity consumed in
California, generated in‐state or imported.
Accordingly, GHG emi
ssions associated with CEQA
projects’ electricity usage are covered by the Cap‐and‐ Trade Program. The Cap‐and‐Trade Program also
covers fuel suppliers (natural gas and propane fuel providers and transportation fuel providers) to address emissions from such fuels and combustion of other fossil fuels not directly cove red at large sources in the Program’s first compliance period.
California Light‐Duty
Vehicle GHG
Standards
Pavley I 2005
Regulations to Control
GHG Emissions from
Motor Vehicles
Pavley I 2005
Regulations to Control
GHG Emissions from
Motor Vehicles
Consistent. This measure applies to all new vehicles starting with model year 2012. The Project would not
conflict with its implementation as it would apply to all new pass
enger vehicles purchased in California.
Passenger vehicles, model year 2012 and later,
associated with construction and operation of the Project would be required to comply with the Pavley
emissions standards.
2012 LEV III California
GHG and Criteria
Pollutant Exhaust and
Evaporative Emission
Standards
Consistent. The LEV III amendments provide
reductions from new vehicles sold in California
between 2017 and 2025. Passenger vehicles
associated with the site would comply with LEV III standards.
Low Carbon Fuel
Standard
2009 readopted in
2015. Regulations to
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Table 7: Project Consistency with Applicable CARB Scoping Plan Measures Scoping Plan
Sector
Scoping Plan
Measure
Implementing
Regulations Project Consistency
Achieve GHG Emission
Reductions Subarticle
7. Low Carbon Fuel
Standard CCR 95480
would not conflict with implementation of this
measure. Motor vehicles associated with construction
and operation of the Project would utilize low carbon
transportation fuels as required under this measure.
Regional
Transportation‐
Related GHG
Targets.
SB 375. Cal. Public
Resources Code §§
21155, 21155.1,
21155.2, 21159.28
Consistent. The Project would provide development in
the region that is consistent with the growth
projections in the RTP/SCS.
Goods Movement
Goods Movement
Action Plan January
2007
Not applicable. The Project does not propose any changes to maritime, rail, or intermodal facilities or forms of transportation.
Medium/Heavy‐Duty
Vehicle
2010 Amendments to
the Truck and Bus
Regulation, the
Drayage Truck
Regulation and the
Tractor‐Trailer GHG
Regulation
Consistent. This measure applies to medium and
heavy‐duty vehicles that operate in the state. The Project would not conflict with implementation of this
measure. Medium and heavy‐duty vehicles as sociated
with construction and operation of the Project would
be required to comply with the requirements of this regulation.
High Speed Rail Funded under SB 862
Not applicable. This is a statewide measure that cannot be implemented by a project applicant or Lead
Agency.
Electricity and
Natural Gas
Energy Efficiency
Title 20 Appliance
Efficiency Regulation
Consistent. The Project would not conflict with
implementation of this measure. The Project would comply with the latest energy efficiency standards.
Title 24 Part 6 Energy
Efficiency Standards for
Residential and Non‐
Residential Building
Title 24 Part 11
California Green
Building Code
Standards
Renewable Portfolio
Standard/Renewable
Electricity Standard.
2010 Regulation to
Implement the
Renewable Electricity
Standard (33% 2020)
Consistent. The Project would obtain electricity from
the electric utility, Southern California Edison (SCE).
SCE obtained 32 percent of its power supply from renewable sources in 2017. Therefore, the utility would provide power when needed on si te that is composed of a greater percentage of renewable
sources.
Million Solar Roofs
Program
SB 350 Clean Energy
and Pollution
Reduction Act of 2015
(50% 2030)
Million Solar Roofs
Program Tax Incentive Program
Consistent. This measure is to increase solar
throughout California, which is being done by various
electricity providers and existing solar programs. The program provides incentives that are in place at the time of construction.
Water Water
Title 24 Part 11
California Green
Building Code
Standards
Consistent. The Project would comply with the
CalGreen standards, which requires a 20 percent
reduction in indoor water use. The Project would also
comply with the City’s Water‐Efficient Landscaping Regulations (Chapter 17.82 of the Rancho Cucamonga
Municipal Code).
SBX 7‐7—The Water
Conservation Act of
2009
Model Water Efficient
Landscape Ordinance
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Table 7: Project Consistency with Applicable CARB Scoping Plan Measures Scoping Plan
Sector
Scoping Plan
Measure
Implementing
Regulations Project Consistency
Green Buildings Green Building
Strategy
Title 24 Part 11
California Green
Building Code
Standards
Consistent. The State is to increase the use of green building practices. The Project would implement
required green building strategies through existing regulation that requires the Project to comply with various CalGreen requirements. The Project includes sustainability design feature s that support the Green Building Strategy.
Industry Industrial Emissions 2010 CARB Mandatory
Reporting Regulation
Not applicable. The Mandatory Reporting Regulation
requires facilities and entities with more than 10,000
MTCO2e of combustion and process emissions, all
facilities belonging to certain industries, and all electric power entities to submit an annual GHG emissions data report directly to CARB. As shown above, total Project GHG emissions would not exceed 10,000
MTCO2e. Therefore, this regulation would not apply.
Recycling and
Waste
Management
Recycling and Waste
Title 24 Part 11
California Green
Building Code
Standards
Consistent. The Project would not conflict with
implementation of these measures. The Project is
required to achieve the recycling mandates via
compliance with the CALGreen code. The City has
consistently achieved its state recycling mandates. AB 341 Statewide 75 Percent Diversion Goal
Forests Sustainable Forests Cap and Trade Offset
Projects
Not applicable. The Project is in an area designated for urban uses. No forested lands exist on‐site.
High Global
Warming
Potential
High Global
Warming Potential
Gases
CARB Refrigerant
Management Program
CCR 95380
Not applicable. The regulations are applicable to refrigerants used by large air conditioning systems and large commercial and industrial refrigerators and cold
storage system. The Project would not conflict with the refrigerant management regulations adopted by CARB.
Agriculture Agriculture
Cap and Trade Offset
Projects for Livestock
and Rice Cultivation
Not applicable. The Project site is designated for urban development. No grazing, feedlot, or other agricultural activities that generate manure occur currently exist on‐site or are proposed to be implemented by the Project.
Source: California Air Resources Board, California’s 2017 Climate Change Scoping Plan, November 2017 and CARB, Climate Change Scoping Plan, December 2008.
The Project is estimated to emit approximately 8,339.64 MTCO2e per year directly from on‐site activities and indirectly from off‐site motor vehicles, see Table 4. The GHG emissions caused by long‐term operation of the Project would not exceed the SCAQMD’s applicable threshold and impacts would be less than significant.
Regarding goals for 2050 under Executive Order S‐3‐05, at this time it is not possible to quantify the emissions savings from future regulatory measures, as they have not yet been developed; nevertheless, it can be anticipated that operation of the Project would comply with all applicable measures are enacted that sta
te lawmakers decide would lead to an 80 percent reduction below 1990 levels by 2050.
The majority of the GHG reductions from the Scoping Plan would result from continuation of the Cap‐and‐ Trade regulation. Assembly Bill 398 (2017) extends the state’s Cap‐and‐Trade program through 2030 and the Sc
oping Plan provide a comprehensive plan for the state to achieve its GHG targets through a variety of regulations enacted at the state level. Additional reductions are achieved from electricity sector standards (i.e., utility providers to supply 60 percent renewable electricity by 2030 and 100 percent Kimley »>Horn
City of Rialto Olive Avenue Development
Greenhouse Gas Emissions Assessment
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renewable by 2045), doubling the energy efficiency savings at end uses, additional reductions from the LCFS, implementing the short‐lived GHG strategy (e.g., hydrofluorocarbons), and implementing the Mobile Source Strategy and Sustainable Freight Action Plan.
Several of the State’s plans and policies would contribute to a reduction in mobile source emissions from the Project. Th
ese include the CARB’s Advanced Clean Truck Regulation, Executive Order N‐79‐20, CARB’s Mobile Source Strategy, CARB’s Sustainable Freight Action Plan, and CARB’s Emissions Reduction Plan for Ports and Goods Movement. CARB’s Advanced Clean Truck Regulation in June 2020 requiring truck manufacturers to transition from diesel trucks and va ns to electric zero‐emission trucks beginning in 2024.
By 2045, every new truck sold in California is required to be zero‐emission. The Advanced Clean Truck Regulation accelerates the transition of zero‐emission medium‐and heavy‐duty vehicles from Class 2b to Class 8.
Executive Order N‐79‐20 establishes the goal for all new passenger cars an d trucks, as well as all
drayage/cargo trucks and off‐road vehicles and equipment, sold in California, will be zero‐emission by 2035 and all medium and heavy‐duty vehicles will be zero‐emission by 2045. It also directs CARB to develop and propose rule
making for passenger vehicles and trucks, medium‐and heavy‐duty fleets where feasible, drayage trucks, and off‐road vehicles and equipment “requiring increasing volumes” of new ZEVs “towards the target of 100 percent.”
CARB’s Mobile Source Strategy which include increasing ZEV buses and trucks and their Sustainable Freight Action Plan which im
proves freight system efficiency, utilizes near‐zero emissions technology, and deployment of ZEV trucks. This Plan applies to all trucks accessing the Project site and may include existing trucks or new trucks that are part of the statewide goods movement sector. CARB’s Emissions Reduction Plan for Ports and Goods Movement i dentifies measures to improve goods movement efficiencies such as advanced combustion strategies, friction reduction, waste heat recovery, and electrification of accessories. While these measures are not directly applicable to the Project, any commercial activity associated with goods movement would be required to comply with these measures as adopted. As such, the Project wou
ld not interfere with their implementation.
The Project would not obstruct or interfere with efforts to increase ZEVs or state efforts to improve system efficiency. The Project would also benefit from implementation of the State programs for ZEVs and goods movement efficiencies that reduce future GHG emiss
ions from trucks.
Mitigation Measures: No mitigation is required.
Level of Significance: Less than significant impact.
5.3 Cumulative Setting, Impacts, and Mitigation Measures
Cumulative Setting
Climate change is a global problem. GHGs are global pollutants, unlike criteria air pollutants and TACs, which are pollutants of regional and local concern. Whereas pollutants with localized air quality effects have relatively short atmospheric lifetimes (about 1 day), GHGs have much longer atmospheric lifetimes of 1 year to se
veral thousand years that allow them to be dispersed around the globe.
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Cumulative Impacts
It is generally the case that an individual project of this size and nature is of insufficient magnitude by itself to influence climate change or result in a substantial contribution to the global GHG inventory. GHG impacts are recognized as exclusively cumulative impacts; there are no non‐cumulative GHG emission impacts from a cli
mate change perspective. The additive effect of project‐related GHGs would not result in a reasonably foreseeable cumulatively considerable contribution to global climate change. In addition, the Project as well as other cumulative related projects would also be subject to all applicable regulatory requirements, which would further reduce GH G emissions. As shown in Table 5 and Table 6, the Project would not conflict with the GHGRP, or the RTP/SCS. As a result, the Project would not conflict with any GHG reduction plans including the CARB Scoping Plan. Therefore, the Project’s cumulative contribution of GHG emissions would be less than significant and the Project’s cumulative GHG impacts would also be less than cu mulatively considerable.
Mitigation Measures: No mitigation is required.
Level of Significance: Less than significant impact.
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6 REFERENCES
1. California Air Resources Board, California’s 2017 Climate Change Scoping Plan, 2017.
2. City of Rialto, City of Rialto General Plan, 2010.
3. Intergovernmental Panel on Climate Change, Climate Change 2007: The Physical Science Basis, 2007.
4. Intergovernmental Panel on Climate Change, Climate Change 2013: The Physical Science Basis, Contribution of Working Group I to the Fifth A ssessment Report of the Intergovernmental Panel on Climate Change, 2013.
5. Kimley‐Horn, Olive Grove Business Park Project Traffic Impact Study, January 2021.
6. National Research Council, Advancing the Science of Climate Change, 2010.
7. RGA, Office of Architectural Design, Schematic Design, December 6, 2020.
8. San Bernardi
no County Transportation Authority, San Bernardino County Regional Greenhouse Gas Reduction Plan, March 2014.
9. State of California, Code of Regulations Section 15065.5a, 2018.
10. Southern California Association of Governments, Connect SoCal, 2020 ‐ 2045 Regional Transportation Plan/Sustainable Communities Strategy, 2020.
11. South Coast Air Q uality Management District, Minutes for the GHG CEQA Significance Threshold Stakeholder Working Group #13, 2009.
12. U.S. EPA, Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990‐2016, 2018.
13. U.S. EPA, Methane and Nitrous Oxide Emission from Natural Sources, 2010.
14. U.S. EPA, Overview of Greenhouse Gases, 2018.
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