Signal Hill City Council
June 11, 2024

developed in the region in order to meet the solid waste management needs of the region and protect the public health and safety; and
WHEREAS, to assist in meeting the City's obligations under the Act and to serve the needs of other jurisdictions in the region, a solid waste materials recovery facility/transfer station as defined by the Act is a valuable and desirable land use provided it includes state-of-the-art systems as may be required to protect the public from potential negative environmental impacts such as traffic congestion, noise, odor and dust; and WHEREAS, the City's 2001 General Plan Land Use Element Update designated the portion of the Atlantic/Spring neighborhood area generally bounded by Olive and California Avenues and 2?1h and 29th Streets as 4.2, General Industrial and recommended the establishment of a General Industrial Specific Plan for the area to address development constraints including active and abandoned oil wells, oilfield pipelines and facilities, soil contamination, steep slopes, lack of public infrastructure and small parcels with fragmented ownership patterns; and
WHEREAS, General Plan Land Use designation 4.2, "General Industrial" anticipates heavy industrial uses subject to conditional use permit approval for such uses as, but not limited to, large recycling centers, provided that it can be demonstrated that such facilities operate safely, compatible with surrounding land uses and that potential negative environmental impacts can be mitigated; and
WHEREAS, pursuant to Signal Hill _Municipal Code Section 20.39.090, entitled "Land Use," Municipal Code Chapter 20.56, entitled "Recycling Facilities," and Municipal Code Chapter 20.64, entitled "Uses Subject to Conditional Use Permit," the subject application to construct and operate a recycling and solid waste transfer station is properly a matter for Planning Commission review and recommendation to the City Council for approval; and
Resolution No. 2009-02-5748
February 17, 2009

WHEREAS, on January 29, 2009, notice of the Planning Commission and City Council public hearings regarding Conditional Use Permit 09-01 was mailed to all property owners within a 300 foot radius from the subject property, was published in The Signal Tribune newspaper, and was posted in accordance with Signal Hill Municipal Code Sections 1.08.01 O and 20.86.060; and
WHEREAS, on February 10, 2009, after proper notice and public hearing, the Planning Commission recommended City Council approval of Conditional Use Permit 09- 01; and
WHEREAS, the City Council adopted the Environmental Impact Report for the EDCO Recycling and Transfer Facility (State Clearinghouse No. 2008081009) relative to Conditional Use Permit 09-01 in satisfaction of the requirements of the California Environmental Quality Act; and
WHEREAS, on February 17, 2009, a public hearing was held before the City Council and all interested parties were given an opportunity to be heard regarding the Conditional Use Permit.

NOW, THEREFORE, BE IT RESOLVED, THAT THE CITY COUNCIL OF THE CITY OF SIGNAL HILL, CALIFORNIA, DOES HEREBY FIND AS FOLLOWS:

1. The proposed project, subject to the attached conditions, is in conformance with the zoning ordinance, other ordinances and regulations of the City, and the following goals and policies of the General Plan Land Use Element:

Resolution No. 2009-02-5748
February 17, 2009

GOAL 1 - Manage growth to achieve a well-balanced land use pattern that accommodates existing and future needs for housing, commercial and industrial land, open space, and community facilities and services, while maintaining a healthy, diversified economy adequate to provide future City revenues.

Policy 1.1 - Encourage and manage growth in order to accommodate year 2010 moderate growth population, household and employment projections.

Finding regarding Policy 1.1 - The development of the
proposed project will provide employment for employees of the recycling and transfer project and help the City achieve year 2010 employment projection.

Policy 1.5 - The distribution and intensity of land uses shall be consistent with the land use map and descriptions for each of the land use categories in Section VI of the Land Use Element.

Finding regarding Policy 1.5 - The 2001 City of Signal Hill General Plan, Land Use Element, designated the part of the Atlantic/Spring neighborhood as 4.2 General Industrial. This designation allows uses such as the proposed recycling and solid waste transfer facility subject to a conditional use permit.

Policy 1.6 - Ensure an adequate supply of commercial and industrial land for potential commercial and industrial expansion and development.

Finding regarding Policy 1.6 - The proposed project site and other similar adjacent properties were zoned Commercial General from 1964 to the present. Under that designation, the land failed to develop into a viable commercial use, most likely due to a lack of highway visibility necessary for many
commercial uses, ownership fragmentation, and site
contamination. The revised zoning designation, General
Industrial per Specific Plan 19, ensures an adequate supply of land for industrial expansion and development.

Resolution No. 2009-02-5748
February 17, 2009

Policy 1. 7 - Broaden the City's tax base by attracting commercial and industrial development to the City which will provide economic and employment benefits to the community while ensuring compatibility with other general plan goals and policies.

Finding regarding Policy 1.7 - The development of a recycling and solid waste transfer facility will provide economic and employment benefits to the City of Signal Hill.

Policy 1.9 - Provide incentives to encourage lot consolidations and large parcel land assemblage to provide expanded opportunities for coordinated development and redevelopment.

Finding regarding Policy 1.9 - The proposed project
consolidates several small size lots into a larger parcel of land and provides the opportunity for coordinated development and redevelopment.

GOAL 2 • Ensure that new development is consistent with the City's circulation system, availability of public facilities, existing development constraints, and the City's unique characteristics and natural resources.

Policy 2.5 - Ensure an orderly extension of essential services and facilities and preservation of a free-flowing circulation system, by requiring the provision of essential services and facilities at the developer's cost where these systems do not exist or are not already part of the City's financed annual Capital Improvement Program.

Finding regarding Policy 2.5 - Conditions of approval require the extension and upgrading of streets and essential services serving the proposed project site and ensure that subsequent development in the area will occur in an orderly fashion.

Resolution No. 2009-02-57 48
February 17, 2009

Policy 2.6 - Encourage the development of oilfield areas through the removal or relocation of wells and pipelines, or with site plan designs that encourage the joint use of land for oil production and other urban uses while maintaining essential access to petroleum resources.

Finding regarding Policy 2.6 - The proposed project site was previously used for oil production and there are 14 known wells in operation or in previous operation at the site. Four wells and associated storage tanks will remain in operation for the foreseeable future. The applicant has investigated all existing oil wells and will satisfy the abandonment or re-abandonment requirements of the State Division of Oil and Gas as a
prerequisite to development of the property.

GOAL 3 - Assure a safe, healthy, and aesthetically pleasing community for residents and businesses.

Policy 3.2 - Enhance the interface between existing and future development and oil production activities to protect the access to the resource while mitigating adverse impacts of oilfield operations with an urban area.

Finding regarding Policy 3.2 - The proposed project has consolidated property ownership for the bli�
hted block between
Patterson Street, California Avenue, 28 Street, and Olive Avenue. The site plan accommodates four existing oil wells that will continue oil production.

Policy 3.4 - Promote mixed-use development and ensure compatible integration of adjacent uses to minimize conflicts.

Finding regarding Policy 3.4 - The proposed project
implements the General Industrial Specific Plan 19 which allows land uses currently prohibited in the CG and CO zones.

The purpose of the SP-19 is to ensure an adequate supply of industrial land for industrial expansion and development. The recycling and solid waste transfer project was anticipated at Resolution No. 2009-02-57 48
February 17, 2009
Page6of17
the time the SP-19 was initially adopted as the Plan was to be implemented in phases. The Plan listed additional uses such as the subject facility as possible uses to be considered in future amendments.

Policy 3.6 - Provide for undesirable or hazardous commercial or industrial uses while avoiding concentrating those uses in close proximity to schools or residential neighborhoods, and ensure adequate monitoring of those uses, which involve hazardous materials to avoid industrial accidents, chemical spills, fire, and explosions.

Finding regarding Policy 3.6 - The proposed recycling and transfer project is not located in proximity to schools or residential areas. The facility will accept household hazardous wastes to be transported off-site to be processed. The
proposed project includes a litter control, vector control, and odor management programs to minimize any impacts
associated with litter, vectors, and odor to a level of less than significant for surrounding land uses.

Policy 3.10 - Encourage the revitalization and redevelopment of older commercial and industrial areas.

Finding regarding Policy 3.10 - The proposed amendment
facilitates revitalization and redevelopment of an area of the City that, due to oilfield activity, small lot sizes, interior lot locations and commercial zoning has not developed with
commercial projects typical of the surrounding region. It revitalizes and redevelops one of the City's oldest commercial areas in accordance with the purpose of SP-19.

Policy 3.11 - Maintain and improve, where necessary, the City's infrastructure and facilities.

Finding regarding Policy 3.11 - The proposed facility will improve the City's below standard existing infrastructure and facilities adjacent to the project site.

Resolution No. 2009-02-57 48
February 17, 2009

Policy 3.12 - Encourage and promote high quality design and physical appearance in all development projects.

Finding regarding Policy 3.12 - The architecture of the proposed project represents a high quality design which will result in an improved physical appearance on the project site.

Policy 3.18 - Minimize the impacts of storm water runoff to the maximum extent practicable, on the biology, water quality and integrity of natural drainage systems and water bodies
Finding regarding Policy 3.18 - The new facility incorporates best management practices in its design to recover storm water runoff and to minimize potential impacts on natural drainage systems and water bodies.

Policy 3.19 - Maximize to the extent practicable, the percentage of permeable surfaces to allow more percolation of storm water runoff into the ground.

Finding regarding Policy 3.19 - The proposed facility includes permeable surfaces to allow for the percolation of storm water runoff into the ground.

Policy 3.20 - Minimize, to the extent practicable, the amount of storm water directed to impermeable areas and to the municipal separate storm water system. Build storm water pollution prevention systems into all development projects including maximizing landscaped areas and providing areas for storm water storage and sedimentation.

Finding regarding Policy 3.20 - The proposed facility design includes best management practices to contain storm water on the site and to allow for sedimentation and ground water recharge.

Resolution No. 2009-02-5748
February 17, 2009

Policy 3.21 - Require new projects to include permanent controls to reduce storm water pollutant loads from development sites including parking lots to the maximum extent practicable.

Finding regarding Policy 3.21 - The new facility includes permeable surfaces to allow for the percolation of storm water runoff into the ground.

GOAL 4 - Ensure that future land use decisions are the result of sound and comprehensive planning.

Policy 4.1 - Consider all general plan goals and policies, including those in other general plan elements, in evaluating proposed development projects for general plan consistency.

Finding regarding Policy 4.1 -The proposed project was evaluated for general plan consistency as indicated above.

1. The 3. 75 acre site for the proposed use is adequate in size and shape to accommodate operation of a recycling and solid waste transfer facility, in that:
a) There is adequate vehicle access to the site from California Avenue, 2ih Street and Patterson Street; and
b) There are 38 off-street parking spaces plus 5 over-sized spaces for truck parking; and

2. As conditioned, the streets surrounding the site for the proposed use and related to the Streets and Highways Element of the General Plan are adequate in width and pavement type to carry the quantity and type of traffic generated by the proposed use in that:

The site is centrally located in the City and has frontage along California Avenue which is a Secondary Modified Highway. The site is located about one mile south of the 405 Freeway, one mile east of Resolution No. 2009-02-5748
February 17, 2009

the 710 Freeway and one mile north of Pacific Coast Highway. All large trucks serving the site will enter the facility by turning off California Avenue onto 28th Street and then onto a private driveway.

These trucks will leave the site from a driveway on Patterson Street.

Conditions require that all these streets be improved to accommodate the traffic generated by the facility.

3. The conditions are deemed necessary to protect the public health, safety, and general welfare.

NOW, THEREFORE, BE IT FURTHER RESOLVED, that the City Council of the City of Signal Hill, California, does hereby approve Conditional Use Permit 09-01, subject to the Conditions of Approval attached hereto (Exhibit A) PASSED, APPROVED AND ADOPTED at a regular meeting of the City Council of the City of Signal Hill, California, on this 17th day of February 2009.

ATTEST:

Resolution No. 2009-02-5748
February 17, 2009

STATE OF CALIFORNIA )
COUNTY OF LOS ANGELES ) ss.

CITY OF SIGNAL HILL )
I, KATHLEEN L. PACHECO, City Clerk of the City of Signal Hill, California, do hereby certify that Resolution No. 2009-02-57 48_ was adopted by the City Council of the City of Signal Hill, California, at a regular meeting held on the 1 i h day of February 2009, by
the following vote:

AYES: MAYOR MICHAEL J. NOLL, VICE MAYOR ELLEN WARD,

COUNCIL MEMBER LARRY FORESTER, COUNCIL
MEMBER TINA L. HANSEN, COUNCIL MEMBER EDWARD
H.J. WILSON
NOES: NONE
ABSENT: NONE
ABSTAIN: NONE
Resolution No. 2009-02-5748
February 17, 2009

Project
Description:

Location:

Applicant:

CONDITIONAL USE PERMIT 09-01
Approved Conditions of Approval
Exhibit A
EDCO Recycling and Solid Waste Transfer Facility with
solid waste transfer station with tipping area, material recovery area, green waste area, construction debris area, office and administration area, recycling buy-back area, household hazardous waste collection and disposal
center, fleet vehicle maintenance shop, truck scale and scale house, fueling station and truck wash area.
2755 California Avenue
EDCO Transport Services
i. The applicant shall agree to defend, indemnify and hold harmless, the City of Signal Hill, it agents, officers and employees from any claim, action or proceeding against the City of Signal Hill or its agents, officers or employees to attach, set aside, void or annul, an approval of the City of Signal Hill, its legislative body, advisory agencies, or administrative officers concerning subject approval. The City of Signal Hill will promptly notify the applicant of any such claim, action or proceeding against the City of Signal Hill and the applicant, or owner, will either undertake defense of the matter and pay the City's associated legal costs, or will advance funds to pay for defense of the matter by the City Attorney. If the City of Signal Hill fails to promptly notify the applicant of any such claim, action or proceeding, or fails to cooperate fully in the defense, the applicant shall not thereafter be responsible to defend, indemnify or hold harmless the City of Signal Hill. Notwithstanding the foregoing, the City retains the right to settle or abandon the matter without the applicant's consent, but should it do so, the City shall waive the indemnification herein, except the City's decision to settle or abandon a matter following an adverse judgment or failure to appeal, shall not cause a waiver of the indemnification rights herein.

2. Approval shall be null and void if the applicant fails to proceed with the project in substantial conformance with th_e Schedule of Performance attached to the Development Agreement as Exhibit C, or if the approval is rendered void or terminated as a result of a termination or a default pursuant to the terms of the Development Agreement.
13 3. The maximum allowable capacity of the facility shall be 1,500 tons of combined recyclables and solid waste per day.

4. The recycling and solid waste transfer uses may operate 7 days a week, 24 hours a day, however, self-haul shall be limited to between the hours of 5 a.m. to 10 p.m. The Director of Community Development may approve exceptions to the hours of operation limitations for specific nighttime self-haul operations.

5. All refuse must be removed from the facility within 48 hours of delivery.

6. To the extent possible, all facility operations shall be conducted within the building.

7. The building shall be fully enclosed and include powered roll-up doors that can be closed to control dust and odor.

8. No outdoor storage of any material, including green waste, shall be permitted.

9. Consistent with California Integrated Waste Management Board guidelines, the applicant shall develop and maintain a Transfer Processing Report (TPR), Odor Control Plan, Emergency Response Preparedness Plan and Vector Control Plan.

The TPR shall include operating procedures for odor reduction, formulated and tested for effectiveness by first-hand experience at the applicant's existing facilities and to be in place from and followed from the first day of operation.

10. Applicant shall construct and operate the MRF/TS in compliance with all requirements, recommendations, and best management practices ("BMPs") for minimization and mitigation of air quality and odor impacts as detailed in Section 3.5 of the EIR, including but not limited to, compliance with all California Air Resources Board ("GARB") and SCAQMD standards, rules, and regulations as described in that Section; implementation of the construction BMPs listed in Table 3.5-6 of the EIR including but not limited to pre-watering of soil prior to soil disturbances, use of dust suppressants to stabilize stockpiles, pre-watering of material prior to truck loading, and limitation of truck speeds and roadway cleaning, as described therein; implementation of the odor mitigation BMPs listed in Section 3.5.3.2 of the EIR, including but not limited to preparation of an Odor Management Plan for MRF/TSs, limitation of building openings to between 2 and 5 percent of the building walls, installation of a building misting system and fan system to control odors, and all of the other BMPs described therein.
14 11. The exhaust ventilation system for controlling dust and odor within the solid waste transfer station and material recovery areas shall be varied consistent with the level of dust and odor generated from material volumes.

The system shall meet all applicable standards of the South Coast Air Quality Management District and include filters to retain dust and avoid generating visible dust plumes.

12. Applicant shall construct and maintain a misting system that shall include water and/or odor neutralizers and shall be kept on during operational hours, except for routine maintenance.

13. The applicant shall be responsible to maintain the implement vector control measures to ensure that insects, rodents or other animals of public health significance are effectively minimized.

14. The applicant shall maintain the perimeter block wall and chain link fence with green vinyl slats as well as all landscaping and irrigation systems installed on private property as well as that within the public right-of-way along Patterson and 28th Streets in a first class condition and shall record a Landscape Maintenance Agreement against the property in a form subject to approval of the City Attorney.

15. All Internal traffic circulation and ingress and egress from the MRF/TS shall comply with the Site Circulation Plan in Figure 3.3-3 of the EIR. Trucks en route to and departing from the MRF/TS shall follow the Off-Site Circulation routes shown in Figures 3.3-4 and 3.3-5 of the EIR. Employee shifts shall be scheduled so that employees do not arrive or depart during peak traffic hours, as detailed in Table 3.3- 4 of the EIR.
15 16, Applicant-owned vehicles shall not park overnight on City streets or on private properties in the City without prior City zoning review and approval and compliance with all of the requirements for trucking storage yards, 17, Applicant shall implement daily litter pick-up on site, along adjacent properties, adjacent streets and along the designated transportation corridors, from any litter resulting from operation (including customers delivering waste to the Site) will be removed. Applicant's obligation to cleanup debris in public right-of-ways and/or transportation corridors shall apply regardless of whether such debris was inadvertently spilled or intentionally dumped. The transportation corridors (with those designated for litter control) are as follows:

Willow Street - City limit to City limit
Spring Street - City limit to City limit (Litter Control Cherry to Atlantic) Cherry Avenue - City limit to City limit
California Avenue - Willow Street to Spring Street (Litter Control) Orange Avenue - Spring Street to 32nd Street (Litter Control) Pacific Coast Highway - City limit to City limit
A street sweeper shall be used to assist in compliance with this condition, Records of cleaning schedules, including dates and times, shall be maintained at the facility. 18, Applicant shall provide a level of services at the Facility such that City streets surrounding the Site shall be free of any queuing of vehicles entering or leaving the Facility other than occasional queuing and intermittent stoppages on 28th Street west of California Street which do not interfere with through traffic, Applicant shall manage vehicular queuing on 28th Street such that queue spillback shall not reach California Avenue, Applicant shall staff the Facility as needed to meet this performance standard and prevent interference with traffic circulation on all streets other than that portion of 28th Street immediately adjacent to the Site.

19. All commercial vehicles delivering to the facility shall be adequately covered or enclosed to eliminate spillage on adjacent properties or public streets in-transit. 16 20. The applicant shall be responsible to keep the areas outside of the buildings free of litter, dust and debris. The exterior areas shall be cleaned daily. An automated sweeper equipped with water and odor neutralizers shall be used on paved surfaces at the site. Records of cleaning/or schedules, including dates and times, shall be maintained at the facility.

21. The loading dock area shall be kept in a clean and sanitary state, free from trash and debris.

22. The tipping floors shall be cleaned on a regular basis to remove build-up of waste residue. Records of cleaning schedules, including dates and times, shall be maintained at the facility.

23. The applicant shall comply with existing City noise standards during construction and operation of the MRF/TS. Pursuant to Chapter 9.16 of the City Municipal Code, noise levels generated at the Facility shall not exceed seventy five (75) dB as measured at adjacent property lines. If the City receives a noise complaint, the City may hire a certified acoustical engineer to measure Facilityrelated noise levels. EDCO shall be responsible to suspend or mitigate noncompliant noise if a violation is documented and reimburse the City for acoustical engineering costs. The City's Planning Director can implement further noise mitigation measure in the event of complaints.

24. No advertising material or signs shall be painted, installed, erected or displayed on the building exterior without first obtaining City approval.

25. No signs are permitted on the roof of the building. This includes temporary banner signs mounted on temporary or permanent supports, aerial signs, animated signs, and rotating signs.

26. The applicant shall maintain an on-site directional/informational sign program for the facility to ensure safe circulation and enforcement of rules and regulations.

The sign program shall be reviewed and approved by the Director of Community Development prior to installation.

27. The applicant shall provide sufficient staff to maintain the property and surrounding streets in first class condition free of accumulations of trash and debris.

An attendant shall be stationed at or near the scale house during operational hours to greet in-coming vehicles and direct them to the appropriate location to off-load. 17 28. The facility operation shall meet all municipal code requirements of the City of Signal Hill and any applicable requirements of the State Department of Conservation, Division of Oil, Gas and Geothermal Resources, California Integrated Waste Management Board, Los Angeles County Department of Public Health, Los Angeles County Fire Department and South Coast Air Quality Management District.

29. The premises shall be subject to inspection by city personnel pursuant to the provisions of the Development Agreement, including, but not limited to, those provisions regarding "reports and monitoring," and also the provisions concerning complaints or nuisance conditions on the site and enforcement rights.

30. In addition to the above-listed conditions, the applicant acknowledges that additional conditions and obligations will be imposed upon it through a Development Agreement, Disposition and Development Agreement with a Lease, Operations Agreement and Covenants, Conditions and Restrictions applicable to the project.

I HAVE READ, UNDERSTAND AND AGREE TO ABIDE THE AFOREMENTIONED CONDITIONS OF APPROVAL AS HEREIN STATED.
s�s

APPLICANT
18 Appendix B Solid Waste Facility Permit #19-AA-1112

SOLID WASTE FACILITY PERMIT
Facility Permit Number:
19-AA-1112

1. Name and Street Address of Facility:

EDCO Recycling and Transfer
2755 California Avenue
Signal Hill, CA 90755

2. Name and Mailing Address of Operator:

EDCO Transport Services LLC
224 S. Las Posas Road
San Marcos, CA 92078

3. Name and Mailing Address of Owner:

PhilEsp LLC, John R Cockriel, and
Patricia Cockriel Family Trust, ARLEE
Investments, LLC
25 Fifteenth Place #601, Long Beach
CA 90802

4. Specifications:
a. Permitted Operations: Solid Waste Disposal Site Transformation Facility Transfer/Processing Facility (MRF) Other: ________________ Composting Facility /Green Material
b. Permitted Hours of Operation: Receipt of Refuse/ Waste: 24 hours/day 7days per week Ancillary Operations/Facility Operating Hours: 5:00am-10:00pm c. Permitted Maximum Tonnage: ______________1,500 Tons/Day d. Permitted Traffic Volume: ______________1,656 PCE Vehicles/Day e. Key Design Parameters (Detailed parameters are shown on site plans bearing EA and CalRecycle validations):

Total Disposal Transfer/Processing Maintenance/
Administration Transformation
Permitted Area (acres) 3.75a N/A 1.29a 000.29.29.29a N/A Design capacity N/A 6,336Tons/Day N/AN/AN/a N/A
Upon a significant change in design or operation from that described herein, this permit is subject to revocation or suspension. The attached findings and conditions are integral parts of this permit and supersede the conditions of any previously issued solid waste facility permit.

5. Approval
_____________________________________
Approving Officer Signature
Dorcas Hanson-Lugo, Chief
Solid Waste Management Program

6. Local Enforcement Agency:

County of Los Angeles
Department of Public Health
Solid Waste Management Program
5050 Commerce Drive
Baldwin Park, California 91706
Telephone: (626) 430-5540

7. Date Received by CalRecycle:

May 9, 2011

8. CalRecycle Concurrence Date:

June 22, 2011

9. Permit Issued Date:

June 23, 2011

10. Permit Review Due Date:

June 2,2026

11. Owner/Operator Transfer Date:

N/A
SOLID WASTE FACILITY PERMIT Facility Name: EDCO Recycling and Transfer SWFP No. 19-AA-1112 I Page 2 ofS

12. Legal Description of Facility: Lots 1 - 39 inclusive/Lots 42 - 48 inclusive from Book I 0, Page 97 of Maps County LA Recorder. (See TPR, Section 1.2, Page 3 for full legal description). LA County APNs: 7207-022-043, 7207-022-044, 7207-022-900, 7207-022-045, and 7207-022- 046. Latitude: 33 degrees, 48 mins, 22.38 sec N and Longitude: 118 degrees, IO mins, 50.54 sec East.

13. Findings:
a. This permit is consistent with the Los Angeles County Countywide Integrated Waste Management Plan, which was approved by the Department of Resources Recycling and Recovery (CalRecycle), formally the California Integrated Waste Management Board (CIWMB) on June 23, 1999. The location of the facility is identified in the City of Signal Hill Nondisposal Facility Element, pursuant to Public Resources Code (PRC), Section 5000 I ( a)(2).
b. This permit is consistent with the standards adopted by the CalRecycle pursuant to PRC, Section 44010. c. The design and operation of the facility is consistent with the State Minimum Standards for Solid Waste Handling and Disposal as determined by the Local Enforcement Agency (LEA), pursuant to PRC, Section 44009. d. The local fire protection agency, the County of Los Angeles County Fire Department, has determined that the facility is in conformance with applicable standards, pursuant to PRC, Section 44151.
e. A Environmental Impact Report (EIR) dated November 2008 was approved by the City of Signal Hill Planning Commission on February I 0, 2009. It was certified by the City of Signal Hill City Council on February I 7, 2009. The EIR describes and supports the design and operation, which will be authorized by the issuance of this permit. A Notice of Determination was filed with the Los Angeles County Clerk on 2009.

14. Prohibitions
The permittee is prohibited from accepting the following wastes:
• Hazardous, radioactive, medical (as defined in Title 22, California Code of Regulations, Section I I 7600-118360 of the Health and Safety Code), liquid, designated, or other wastes requiring special treatment or handling, except as identified in the Transfer/Processing Report and approved amendments thereto and as approved by the LEA and other federal, state, and local agencies. • Sewage sludge.

15. The following documents also describe the operation of this facility:

Document
Transfer/Processing Report
Environmental Impact Report
File No. SCH2008081009
Conditional Use Permit
Resolution No. 2009-02-5748
Date
September 2010
February 17,
2009
February 17,
2009
Document
National Pollution Discharge Elimination System
(WDID No. 4 19C355500)
Los Angeles County CUPA Permit No. AR0003101
Date
June 2, 2009
February 9,
2010
SOLID WASTE FACILITY PERMIT Facility Name: EDCO Recycling and Transfer SWFPNo. 19-AA-1112 I Page 3 of5

16. Self-Monitoring:

Results of all self-monitoring programs as described in the Transfer/Processing Report will be reported as follows::

Program: Reporting Frequency: Agency Reported To:

The types and quantities of non-hazardous wastes, including separated or commingled recyclables, received each day. The operator shall maintain these records on the facility's premises for a minimum of three years. These records shall be made available to any LEA personnel on request.

The types and quantities of hazardous wastes, medical wastes, or otherwise prohibited wastes found in the waste stream and the disposition of these wastes.

All incidents of unlawful disposal of prohibited materials and the operator's actions taken.

Indicate those incidents which occurred as a result of the random load checking program.

Incidents, as used here, means that the hauler or producer of the prohibited materials is known.

Reports of all special/unusual occurrences and the operator's actions taken to correct these Monthly occurrences. LEA (Due 15 days following the end
of each reporting period)
The number of vehicles using the facility per day and per week. The transfer and collection vehicles must be totaled separately.

Copies of all written complaints regarding this facility and the operator's actions taken to resolve these complaints. (Notification to the LEA within one day following the complaint is still required.)
Record of receipt ofa Notice of Violation from any regulatory agency. In addition, the operator shall notify the LEA at once following receipt of a Notice of Violation or upon receipt of notification of complaints regarding the facility, which have been received by other agencies.

The quantities of waste transferred each day to each of the disposal sites indicated on Transfer Station Monthly Waste Disoosal Monitoring Form (Attachment A) Completed copies of the following Monitoring and Reporting Form are required by, and Quarterly (1) Los Angeles County may be amended by, the Los Angeles County Solid Waste Management Department of Public Committee/Integrated Waste Management Task Force: (Due the 15th of January, April, Works, Environmental Programs Division
Solid Waste Characterization Data (Attachment B) July, and October) (2) LEA SOLID WASTE FACILITY PERMIT Facility Name: EDCO Recycling and Transfer SWFP No. 19-AA-1112
I Page 4 of5

17. LEA Conditions:

A. Standard Requirements:

I. This facility shall comply with all applicable State Minimum Standards for Solid Waste Handling and Disposal in Division 7 of Title 14 of the California Code of Regulations.

2. This facility shall comply with all mitigation measures specified in any certified environmental documents that are within the authority of the LEA and are contained in a mitigation monitoring and reporting program pursuant to Public Resources Code (PRC), Section 21081 .6.

3. Additional information concerning the design and operation of this facility shall be furnished on request of LEA personnel.

4. A copy of this permit and current TPR, as amended, shall be maintained at the facility so as to be available at all times to facility personnel and the LEA.

5. Notification to the LEA on the same day for any written complaints received or any complaint called into the facility and any record of receipt of a violation from any regulatory agency.

6. This permit is subject to review by the LEA and may be suspended, revoked or revised at any time for sufficient cause.

7. The LEA reserves the right to suspend or modify waste receiving operations when deemed necessary due to an emergency, a potential health hazard, or the creation of a public nuisance.

8. The operator shall notify the LEA, in writing, of any proposed changes in the routine facility operation or changes in facility design during the planning stages. In no case shall the operator undertake any changes unless the operator first submits to the LEA a notice of said changes at least 180 days before said changes are undertaken. Any significant change as determined by the LEA would require a revision of this permit.

9. The operator and/or owner shall notify the LEA of any plans to encumber, sell, transfer, or convey the operation or ownership to a new operator or owner, at least 45 days prior to the anticipated transfer, by written certification, including information deemed sufficient by the CalRecycle and the LEA. If the facility will not be operated in compliance with the terms and conditions of this permit, the new owner shall be required to file an application for a revision of this permit.

IO. The operator shall maintain a log of special/unusual occurrences. The log shall include, but is not limited to fires, explosions, discharges of hazardous wastes, significant accidents and injuries, and property damage. Each log entry shall be accompanied by a summary of any actions taken by the operator to mitigate the occurrence. The operator shall maintain this log at the facility so as to be available at all times to site personnel and to LEA personnel. Any entries made in this log must be reported to the LEA at once. Call the duty officer, County of Los Angeles, Department of Public Health, Solid Waste Management Program at (626) 430-5540.

B. Particular Requirements:

I. The operator shall install and maintain a sign at the entrance indicating that no hazardous or liquid wastes are accepted and that all incoming loads must be fully tarped.

2. No polluted surface waters shall leave this site, except as permitted by a National Pollutant Discharge Elimination System permit issued in accordance with the Federal Clean Water Act and the California Water Code.

3. Operational controls shall be established to preclude the receipt and disposal of volatile organic chemicals or other types of prohibited wastes:
a. The operator shall install and maintain an operational, calibrated radiation detector at the scales to detect radioactive materials, at all times, during the hours of receipt of solid waste.
b. Incidents of receipt of suspected radioactive materials, or warnings from the radiation detector, shall be reported immediately to the County of Los Angeles, Department of Public Health, Radiation Management Program at (213) 351-7897 and the LEA. c. The operator shall comply with the approved Hazardous Waste Screening Program as described in the current Transfer/Processing Report. Any changes in this program must be approved by the LEA prior to implementation. (I} At least twice per operating day a random load check shall be conducted. The operator shall inspect all waste vehicle loads ifthere is any reason to believe the loads may contain prohibited wastes. In all other cases, the operator shall select waste vehicles for inspection on a random basis.

SOLID WASTE FACILITY PERMIT Facility Name: EDCO Recycling and Transfer SWFP No. 19-AA-1112 I Page 5 of5
(2) The LEA may increase the required number of incoming waste load inspections if it has reason to believe that the number currently required is inadequate to ensure compliance with the regulations and protection of the public health and safety and the environment.
(3) At all times when facility operations are underway, an attendant or attendants shall be present to supervise the loading and unloading of the solid waste and other materials .. Facility personnel performing duties required by the Waste Load Checking Program shall be trained. The training must include, but is not limited to: how to recognize hazardous waste and other prohibited waste, the proper method of containment, and the reporting requirements of this program. Station personnel are to be retrained on an annual basis and updated as needed. New employees are to be trained prior to work assignments.
(4) Incidents of unlawful disposal of prohibited materials shall be reported to the LEA monthly as described in the monitoring section of this permit. In addition, the following agencies shall be notified at once of any incidents of illegal hazardous materials disposal:
(a) Duty officer, Los Angeles County Fire Department, Health Hazardous Materials Division at (323) 890-4317. (b) Environmental Crimes Division, Los Angeles County District Attorney at (213) 580-8777. (c) California Highway Patrol at (818) 240-8200.
(d) Any hazardous materials thus found shall be set aside in a secure area to await proper disposition following notification of the producer (if known) and the appropriate governmental agencies.

4. The maximum storage period for recyclables shall be as described in the approved TPR. All stored materials must be contained and stored as described in the approved TPR. The LEA reserves the right to reduce the duration of storage if storage presents a health hazard or becomes a public nuisance.

5. The LEA reserves the right to require the operator to provide more stringent dust and odor control measures, if the proposed dust and odor control measures proves inadequate or ineffective.

6. The tipping floor and sorting area shall be cleaned periodically throughout the day every day.

7. The operator shall comply with the operating procedure for the removal of all waste from the facility as described in the approved TPR.

The LEA reserves the right to require the operator to provide more stringent procedures for waste removal if the duration for waste removal presents a health hazard or becomes a public nuisance.

8. The operator shall conduct all waste processing and separation activities within enclosed buildings. <END OF DOCUMENT>
Appendix C Transportation Technical Report

Transportation Technical Report
EDCO Expansion Project
Signal Hill, California
Prepared for City of Signal Hill
January 15, 2024

template
Prepared for: Catalyst Environmental Solutions
Date: January 01 202
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Table of Contents
SECTION 1 Introduction................................................................................................................ 1-1

1.1 Project Overview................................................................................................................... 1-1 SECTION 2 Existing Conditions...................................................................................................... 2-1

2.1 Existing Operations............................................................................................................... 2-1

2.2 Existing Roadway Network ................................................................................................... 2-6

2.3 Transit Network .................................................................................................................... 2-1

2.4 Existing Bikeway Network..................................................................................................... 2-1 SECTION 3 Project Trip Generation............................................................................................... 3-1

3.1 Operation Trips..................................................................................................................... 3-1

3.2 VMT Analysis......................................................................................................................... 3-6 SECTION 4 Conclusions................................................................................................................. 4-1 SECTION 5 References.................................................................................................................. 5-1 1-3
List of Tables
Table 1. Hourly Distribution of Vehicles (Existing Operations @ 1,500 tpd) ............................................... 2-4 Table 2. Trip Generation Summary (Existing versus Proposed Project)....................................................... 3-1 Table 3. Hourly Distribution of Vehicles (Project Operations)..................................................................... 3-2 Table 4. Project Peak Hour PCE Trip Generation Summary ......................................................................... 3-3 Table 5. Key Intersections and Existing (Year 2018) Peak Hour LOS ............................................................ 3-3 Table 6. Project Passenger Vehicle VMT Summary...................................................................................... 3-7 List of Figures
Figure 1 Project Site...................................................................................................................................... 1-1 Figure 2 Offsite Circulation: Arrival Routes.................................................................................................. 1-1 Figure 3 Offsite Circulation: Departure Routes............................................................................................ 1-2 Figure 4 Collection Service Areas and Schedule........................................................................................... 2-5 Figure 5 Project Site Access Circulation........................................................................................................ 2-5 Figure 6. Regional Network in Project Area................................................................................................... 2-1 Figure 7. Designated Truck Routes................................................................................................................ 2-2 Figure 8. Study Area Intersection Locations.................................................................................................. 3-4 Figure 9. General Project Trip Distribution - Trucks...................................................................................... 3-5 Figure 10. General Project Trip Distribution – Self-Haul and Employee Vehicles........................................... 3-5 Transportation Technical Report
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SECTION 1 Introduction
Catalyst Environmental Solutions Corporation (Catalyst) has prepared this report to evaluate the potential for impacts related to transportation and circulation resulting from the proposed expansion of operations at the EDCO Recycling and Transfer Material Recovery Facility (Facility) in the City of Signal Hill, California. This report includes an evaluation of potential impacts associated with the permanent increases in traffic in the vicinity of the Project site and whether Project-induced traffic is in excess of standards established by the City of Signal Hill, City of Long Beach, and/or Los Angeles County.

Information given in this report is based on transportation and circulation information obtained from available public resources including the City of Signal Hill General Plan Circulation Element (2009), City of Long Beach General Plan Mobility Element (2013), and published CEQA documents in the vicinity of the Facility.

1.1 Project Overview

1.1.1 Project Location
The Facility is owned and operated by EDCO Transport Services and is located on privately owned land.

The Facility is a 3.75-acre site located at 2755 California Avenue, Signal Hill, California (Figure 1). The Facility’s Assessor’s Parcel Number (APN) is 7207-022-043 in Township 4 South, Range 12 West. The site is zoned as General Industrial Specific Plan (SP-19) with the Facility currently operating in Area 3 of the SP-19 under Conditional Use Permit 09-01 granted on February 17, 2009.

The activities of the Facility include the manual sorting and transfer of residential, commercial and industrial refuse, transfer of self-haul public refuse, processing of materials collected by curbside recycling programs, a public drop-off area for recyclable materials, and a Permanent Household Hazardous Waste Collection Facility (PHHWCF). Once offloaded inside the Facility, waste is loaded into transfer trucks and then transported to a permitted landfill.

Access to the Facility is from California Avenue and 28th Street. The primary route of delivery to the Facility traveling south on Interstate 405 (I-405) is exit to Atlantic Avenue. Proceed south on Atlantic Avenue and turn east onto Spring Street. Proceed east on Spring Street and turn south onto California Avenue. Then proceed south on California Avenue to 28th Street and turn west to access Facility. The primary route of delivery to the Facility traveling north on I-405 is exit Orange Avenue off ramp, turn west onto East 32nd Street and proceed to Orange Avenue. Turn south on Orange Avenue, continue to Spring Street, turn west and then proceed to California Avenue and turn south. After turning onto California Avenue, proceed to 28th Street and turn west to access the site. Arrival and departure routes are illustrated in Figure 2 and Figure 3, respectively.

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Figure 1 Project Site
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Figure 2 Offsite Circulation: Arrival Routes
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Figure 3 Offsite Circulation: Departure Routes
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1.1.2 Proposed Project
Since the issuance of the CUP in 2009, the continued growth in the region, as well as seasonal surges in the amount of waste generated, and increased public disposal (self-haulers) has increased. In addition, the Southeast Resource Recovery Facility (SERRF) in Long Beach will close on or about June 30, 2024. As such, upon closure of the SSERF, it is anticipated that a percentage of accepted materials that historically was delivered to the SERRF will instead be diverted to the Facility. Thus, the Project proposes to expand its current permitted tonnage limit of 1,500 to 2,500 (tpd).

The ability to safely and effectively operate at this threshold was demonstrated for over 27 months (November 11, 2020 through February 28, 2023) pursuant to Section 17210.3 and subsequently 17210.2(d) of the California Code of Regulations (CCR) Title 14, the LEA issued an emergency waiver(s) of terms and conditions of the EDCO Transport Services Sold Waste Facility Permit #19-AA-1112 during the declared State emergency, as result of the Coronavirus (COVID-19). These waivers were issued in 120- day increments on November 5, 2020, March 4, 2021, July 7, 2021, October 27, 2021, March 4, 2022, June 28, 2022, and again October 19, 2022, which allowed the Facility to operate at up to 2,500 tpd.

Since the design elements allow for up to 6,336 tpd of load out capacity, no physical changes to the Facility are necessary to accommodate the requested increase to a maximum of 2,500 tpd. In addition, the tipping floor can receive and store up to 3,644 tons of material.

This proposed modification would require an adjustment in the permitted vehicle traffic to the Facility as detailed further in the analysis below.

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SECTION 2 Existing Conditions

2.1 Existing Operations
The operation of this Facility requires a Solid Waste Facility Permit (SWFP) issued from the Local Enforcement Agency (LEA) and concurred with by the State of California Department of Resources Recycling and Recovery (CalRecycle). The City of Signal Hill has designated the County of Los Angeles, Department of Public Health as its LEA. Accordingly, the current and valid operating permit, 19-AA-1112, is regulated by the County of Los Angeles, Department of Public Health, which serves as the regional regulatory arm of CalRecycle and is responsible for the monthly inspection of the Facility for conditions related to noise, odor, dust, traffic, vectors, and hazardous materials.

All materials entering the Facility are dumped on the concrete tipping floor located in the enclosed MRF/Transfer Station building. The Transfer Station tipping floor area is approximately 32,572 square feet (sqft). Designated recyclable material is dumped and stored along the west side of the building.

Recyclable material that are floor-separated from the Transfer Station municipal solid waste piles are transferred to designated containers and bins located in the MRF. Once full, these materials are transported to secondary materials markets. Storage and transportation records are maintained in the main office building for auditing purposes. The Facility accepts the following types of materials:
− Municipal solid waste
− Residential
− Commercial
− Industrial
− Organics
− Residential curbside green waste and food waste
− Commercial green waste and food waste
− Recyclables
− Source separated, single stream recyclables
− Source separated commercial recyclables
− Construction and industrial recyclables
− Construction and demolition materials
− Self-haul
− Residential municipal solid waste
− Organics
− Construction and demolition materials
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− Household Hazardous Waste
− Universal Waste
− Salvageable Items – The MRF accepts recyclable materials from residential, curbside and commercial recycling programs, and materials recovered from the Transfer Station municipal solid waste. Specifically, the following materials are accepted for separation and processing at the MRF:
− Newsprint
− Corrugated containers
− Plastic containers (California Redemption Value [CRV] and non-CRV) − Mixed plastics
− Aluminum cans (CRV and non-CRV)
− High-grade paper
− Mixed paper (including junk mail)
− Styrofoam
− Ferrous and bi-metal containers
− Glass containers
− Aseptic cartons
The Facility will not accept the following types of materials:
− Non-Salvageable Items – The Facility does not accept for salvage any cosmetics, beverages, hazardous chemicals, poisons, pesticides or other materials capable of endangering public health.
− High Liquid Content Wastes – The Facility does not accept any publicly owned treatment works sludge or residuals. It also does not accept industrial wastewater treatment sludge, septic tank pumping, chemical toilet wastes or liquid wastes. The Facility does accept saturated waste less than 15% liquid content, as long as the liquid is non-hazardous. − Designated Wastes – Designated wastes (profiled hazardous materials) are not accepted at the Facility.
− Hazardous Waste
− General – Other than household hazardous waste, no sludge, liquids, infectious, medical or hazardous materials are accepted at the Facility. The Hazardous Waste Exclusion and Hazardous Waste Storage Plan describe on-site procedures in the event that hazardous or infectious waste is discovered in the tipping area. These plans include procedures to identify the responsible collection vehicle and document the materials illegally disposed of at the Facility. − Recovered hazardous or infectious materials are placed in a designated hazardous waste storage box (HWSB), located immediately inside the self-haul roll-up door (i.e., south roll-up door).

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− HWSB is properly placarded and secured to prevent unauthorized access by employees or visitors. Materials stored in the HWSB are properly segregated by hazard classification and removed from the site by a licensed contractor within ninety (90) days, in accordance with federal and state regulations.
− Household Hazardous Wastes (HHW)
− The Facility maintains a PHHWCF sponsored by the City of Signal Hill in partnership with the County of Los Angeles Public Works Department. The PHHWCF is viewed as an added benefit of the site and environmental benefit to the surrounding community (NOTE: At this time, there is no active partnership agreement in place with EDCO, the City of Signal Hill and the County of Los Angeles Public Works Department).
− HHW is brought on-site to the PHHWCF and collected at its designated location by a qualified and trained attendant. This waste is stored in a locked storage area designed and constructed to store hazardous materials.
− The waste is disposed of by a licensed hazardous waste hauler to a permitted treatment, storage, recycling or disposal facility. All HHW is removed from the site within ninety (90) days of receipt or as required by Federal, State, and local regulatory agencies. − Other Wastes Requiring Special Handling – The Facility does not accept any CalRecycle designated special wastes.

The MRF/Transfer Station is designed to process 6,336 tons per day (tpd). However, the current CUP limits the operational capacity to 1,500 tpd. Recently, the LEA issued an emergency waiver(s) of terms and conditions of the EDCO Transport Services Sold Waste Facility Permit #19-AA-1112 during the declared State emergency, as result of the Coronavirus (COVID-19). These waivers were issued in 120- day increments on November 5, 2020, March 4, 2021, July 7, 2021, October 27, 2021, March 4, 2022, June 28, 2022, and again October 19, 2022, which allowed the Facility to operate at up to 2,500 tpd.

Figure 4 depicts the existing service areas and schedule for collection trucks. The existing CUP mandates that all ingress and egress from the Facility shall follow the circulation routes depicted in Figure 5 and that all trucks en route to and departing the Facility shall follow the off-site circulation routes depicted on Figure 2 and Figure 3 above. Further, the CUP requires that employee shifts are schedule so that employees do not arrive or depart during peak traffic hours as detailed in Table 1.

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Table 1. Hourly Distribution of Vehicles (Existing Operations @ 1,500 tpd) Time Collection
Trucks
Self-Haul
Vehicles
Transfer
Trucks
Staff
Vehicles
Total
Vehicles
10:00-11:00 PM 0 0 0 0 0
11:00-12:00 PM 0 0 0 0 0
12:00-1:00 AM 0 0 0 0 0
1:00-2:00 AM 0 0 0 0 0
2:00-3:00 AM 0 0 0 0 0
3:00-4:00 AM 0 0 4 2 6
4:00-5:00 AM 2 0 6 2 10
5:00-6:00 AM 5 0 6 21 32
6:00-7:00 AM 5 10 5 0 20
7:00-8:00 AM 10 15 4 0 29
8:00-9:00 AM 12 25 5 0 42
9:00-10:00 AM 20 30 5 0 55
10:00-11:00 AM 15 35 4 0 54
11:00-12:00 AM 12 45 4 0 61
12:00-1:00 PM 15 30 5 0 50
1:00-2:00 PM 15 35 5 2 57
2:00-3:00 PM 15 30 5 2 52
3:00-4:00 PM 15 25 5 21 66
4:00-5:00 PM 15 20 2 0 37
5:00-6:00 PM 10 0 2 0 12
6:00-7:00 PM 5 0 1 0 6
7:00-8:00 PM 0 0 0 0 0
8:00-9:00 PM 0 0 0 0 0
9:00-10:00 PM 0 0 0 0 0
TOTAL 171 300 68 50 589
Source: 2009 EDCO Recycling and Transfer Facility Final Environmental Impact Report (FEIR) (State Clearinghouse SCH # 2008081009)
Notes: Shading indicates peak traffic hours.

In general, the Facility plays a significant role in reducing both air emissions and vehicle miles traveled, primarily through the consolidation of loads. Benefits include, but are not limited to:
− Reducing overall community truck traffic by consolidating smaller loads into larger vehicles. − Reducing air pollution, fuel consumption and road wear by consolidating loads into fewer vehicles.
− Allows for screening of waste for special handling.
− Offers residents a convenient drop-off of waste and recyclables and reduces the overall impact of miles driven to a landfill through load consolidation.

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Figure 4 Collection Service Areas and Schedule.

Figure 5 Project Site Access Circulation
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2.2 Existing Roadway Network
As described in the Signal Hill Circulation Element (City of Signal Hill 2009), Signal Hill is completely surrounded by the city of Long Beach, and its transportation network. Figure 6 shows major roadways in Signal Hill.

Note that the City has long contemplated widening California Street (Collector Street) in the Project Area and removing the barrio on 28th Street (Local Street) and paving it to the west as a through street to Atlantic Avenue. The City anticipates considering these and other transportation flow actions as part of the General Plan Circulation Element update, which is anticipated for 2025. If these local roadways are modified in the future as a result of the Circulation Element, the effects in the vicinity of the Facility would be modeled and evaluated at that time. The capacity expansion for the Facility does not require changes to the street pattern or circulation flow at this time.

2.2.1 Freeways
Freeways are controlled-access, high-speed roadways with grade-separated interchanges. They are intended to carry high volumes of traffic from region to region. The Facility is located about one mile south of Interstate 405 (San Diego Freeway), approximately one mile east of Interstate 710 (Long Beach Freeway)
− Interstate 710. The Long Beach Freeway (I-710) runs in the north/south direction, extending from Alhambra to Long Beach. At State Route 91, I-710 provides three lanes in each direction. I710 is approximately 0.75 miles to the east of the Plan Area. Access to the Project area is provided by ramps at State Route 91, E. Artesia Boulevard and Long Beach Boulevard. − Interstate 405. The San Diego Freeway (I-405) runs in the northwest/southeast direction, extending from the Westside of Los Angeles County to Orange County. At Santa Fe Avenue, I405 provides five lanes in each direction. Interchanges providing access to the Project area include Santa Fe Avenue and Alameda Street.

2.2.2 Principal Arterials
Principal Arterials (equivalent to the FHWA’s “Other Principal Arterial” classification) are important city and intercommunity routes. Principal Arterials have a minimum 100- to 110-foot right-of-way width with four moving travel lanes and a painted or raised median. Principal Arterials support the heaviest traffic volumes of all the roadway classifications, and can support a maximum Average Daily Trip (ADT) rate of 33,000 vehicles at a Level of Service (LOS) D. Principal Arterials in the Project area include:
− Pacific Coast Highway (PCH; SR-1) is a six-lane divided roadway from the southern limit of E 19th Street to the limits of Village way to the west spanning the length of the southern city boundary.

The City of Signal Hill General Plan classifies PCH as a Principal Arterial (100 to 110-foot right-ofway). Seven Signal Hill bus stops exist along the PCH. There is a planned Class III bike route (shared use with pedestrian or motor vehicle traffic) spanning the length of the southern city boundary.
− Orange Avenue is a two to four-lane divided roadway north of Hill Street and a two to four-lane undivided roadway south of Hill Street. Orange Avenue is classified as a Principal Arterial (100‐ Transportation Technical Report
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110 foot right‐of‐way) in the City of Signal Hill General Plan. On‐street parking is prohibited north of Willow Street. On‐street parking is generally permitted on the southbound side between Willow Street and Burnett Street and generally permitted on both sides south of Burnett Street. Dedicated Class II (marked/on‐street) bicycle lanes are provided south of Pacific Coast Highway. Sidewalks are generally provided on both sides of the roadway except between Spring Street and Willow Street.
− Spring Street is a six lane divided roadway in the project vicinity. Willow Street is classified as a Principal Arterial (100‐110 foot right‐of‐way) roadway in the City of Signal Hill General Plan. On‐ street parking is prohibited; there are no dedicated bicycle lanes west of Orange Avenue.

Sidewalks are currently provided on both sides of the roadway within the study area. − Willow Street is a four-lane divided roadway in the project vicinity. Willow Street is classified as a Principal Arterial (100‐110 foot right‐of‐way) roadway in the City of Signal Hill General Plan.

On‐street parking is prohibited; there are no dedicated bicycle lanes in the project vicinity.

Sidewalks are currently provided on both sides of the roadway within the general Project area except for portion along of the westbound approach at Walnut Avenue. − Atlantic Avenue is at the City of Signal Hill boundary, within the City of Long Beach and is classified as a “Major Avenue” in the City of Long Beach General Plan (80-100 foot right-of-way).

On-street parking is generally permitted on the southbound side between Willow Street and Spring Street. Sidwalks are currently provided on both sides of the roadway between 29th Street and Willow Street and intermittent above 29th Street.

2.2.3 Minor Arterial
Minor Arterials serve traffic traveling to local destinations, tying together the various parts of the city and connecting it to nearby areas. Minor Arterials have a minimum 80-foot right-of-way width with four travel lanes and a painted median. These roadways support a maximum ADT of 12,500 vehicles at an LOS D. There are no Minor Arterials in the Project area.

2.2.4 Collector Streets
Collector Streets collect local traffic from residential neighborhoods and commercial and industrial areas and feed the traffic to Minor and Principal Arterials. Collector Streets have a 60- to 70-foot right-of-way with two travel lanes and two parking lanes, where parking is feasible. Collector Streets with 70-foot rights-of-way may also include a painted median. This painted median increases roadway safety and improves efficiency by limiting the number of left-turning cars that queue in travel lanes; for that reason, the 70-foot right-of-way is preferred. However, where physical or environmental factors limit roadway width, a 60-foot right-of-way is permissible. Collector Streets generally carry fewer vehicles than Minor Arterials. Collector Streets in the Project area include:
− California Avenue is a two-lane roadway oriented in the north-south direction. The roadway lies within the City of Signal Hill adjacent to the subject area and is designated in the City of Signal Hill Circulation Element as a Collector Street with a 70-foot right-of-way requirement. Parking is not permitted on either side of this roadway within the vicinity of the Project.

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2.2.5 Local Streets
The Local Street classification includes all roadways and streets not otherwise classified. These are generally 60-foot-wide rights-of-way with two travel lanes and two parking lanes where feasible, but there are several variations in roadway width. These variations are found in both older neighborhoods and in newer areas, particularly those with private streets. Local Streets are designed to serve individual properties and provide access from residential neighborhoods to Collector Streets. Local Streets include private streets owned and maintained by homeowners’ associations. Local Streets carry the lowest traffic volumes of all streets in the city; most traffic on these streets is accessing local destinations, rather than passing through. Through the specific plan process, the city has approved a variety of private street configurations, including rights-of-way less than 60 feet wide. 28th Street and Patterson Street provide access to the Project site. Currently, as allowed by Condition 18 of the Facility’s current CUP, occasional queuing of transfer and collection trucks takes place on 28th Street. As detailed in Table 1, transfer trucks currently arrive between the hours of 3:00 AM and 4:00 PM.

2.2.6 Existing Designated Truck Routes
The City of Signal Hill has designated Truck Routes, intended to keep large trucks (i.e., weighing more than three tons) off local residential streets. Trucks must remain on the routes when driving through the City, although drivers may leave designated truck routes for deliveries or pick-ups. Local truck routes designated by the City of Signal Hill are shown in Figure 7.

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Figure 6. Regional Network in Project Area
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Figure 7. Designated Truck Routes
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2.3 Transit Network
Services provided by Long Beach Transit and Metro operate within or in the Project area; additional bus lines are accessible through the nearby Long Beach Transit Mall. Long Beach Transit is the primary public transportation provider to Signal Hill. It is a municipal transit agency operated on behalf of the City of Long Beach by a nonprofit corporation, the Long Beach Public Transportation Company. In 2007, Long Beach Transit operated a total of 249 buses on 38 bus routes, providing over 26.6 million passenger trips. Service is provided from approximately 4:30 am to 1:30 am, seven days per week. Long Beach Transit is currently in the process of upgrading its bus stops with satellite-controlled bus tracking technology known as “TranSmart.” TranSmart-equipped stops provide real-time updates on routes and arrival times. Currently, only the stop at the southwest corner of Cherry Avenue and Willow Street has been upgraded; no schedule for improvements to the remaining stops within Signal Hill is currently available. Several Long Beach Transit routes serve the Project sites, including: Routes 71/72 along Orange Avenue, Routes 21/22 along Cherry Avenue, and Route 102/104 along Willow Street.

2.4 Existing Bikeway Network
Prior to the update of the City’s General Plan Circulation Element there were no bikeways designated within the City. With the update in 2009, approximately 5.5 miles of bikeways along a number of routes are planned. These bikeways fall into three classes, as defined by Caltrans:
− Class I (Bike Path) Provides a completely separated right-of-way for the exclusive use of bicycles and pedestrians with crossflow by motorists minimized.
− Class II (Bike Lane) Provides a striped land for one-way bike travel on a street or highway. − Class III (Bike Route) Provides for shared use with pedestrian or motor vehicle traffic.

Bikeways provide and encourage an alternative to the use of automobiles. Bikeways are intended to link living, working, shopping, educational, and recreational locations. The bikeways currently proposed serve a number of purposes:
− East-west routes provide access to destinations such as light rail stations, schools, CSULB, Long Beach City College, Long Beach Memorial Medical Center, and shopping centers along Atlantic and Long Beach Boulevards. Recently-widened Spring Street offers adequate space for an onstreet bike lane along much of its right-of-way in the city. − North-south routes provide access to destinations such as schools, commercial centers along Pacific Coast Highway, regional bus lines operating on 7th Street, Downtown Long Beach, beaches, civic and arts facilities, and hospitals.
− The route along Temple Street/Skyline Drive/Burnett Street provides panoramic skyline views and is heavily utilized by pedestrians.
− The route along the former Pacific Electric Railway right-of-way provides an off-street bikeway that shortens the distance for travel in a northwest-southeast direction, providing direct access from the Willow Street Blue Line Station to Long Beach City College. This bikeway is located in the city of Long Beach, along its border with Signal Hill.

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The Circulation Element recommended that new bikeways should be considered by the City, particularly when they would connect with existing or proposed bikeways in the city of Long Beach. Traffic volumes and characteristics along potential routes must be considered, along with traffic safety and grade issues.

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SECTION 3 Project Trip Generation

3.1 Operation Trips
A variety of different types of vehicles utilize the Facility, but they are primarily broken into three categories: collection trucks, transfer tractor/trailers and self-haul/employee vehicles. The Facility is currently permitted for a maximum daily capacity of 1,500 tpd. Using this baseline number, the following assumptions are used to generate the type and number of vehicles anticipated to enter the facility:
− 1,500 tpd of municipal solid waste and recyclable materials. − Solid waste collection trucks have an average capacity of 7 tons. − Residual waste transfer trucks (including recyclable materials) have an average capacity of 22 tons.
− Self-haul vehicles have an average of 1 ton.

While the Facility is designed for a maximum daily capacity of 6,336 tpd over a 24-hour period, the 2009 EDCO Recycling and Transfer Facility Final Environmental Impact Report (FEIR) (State Clearinghouse SCH # 2008081009), considered a maximum of 1,500 tpd. Using the permitted capacity of 1,500 tpd as a baseline number, the estimated number of commercial trucks accessing the Facility are approximately 239 (171 collection vehicles, 68 transfer tractor trailers) and 350 self-haul/employee passenger vehicles per day. The estimated number of trips required for a permitted capacity of 2,500 tpd is assumed to increase linearly in relation to the baseline number of vehicles accessing the site. Accordingly, Table 2 provides a summary of the assumed existing trips, estimated trips, and change in trips from existing conditions under the proposed Project.

Table 2. Trip Generation Summary (Existing versus Proposed Project) Vehicle Type
Existing (@1,500 tpd) Project (@2,500 tpd) Change from Existing Vehicles
Accessing
Facility1
ADT
(trips/day)1
Vehicles
Accessing
Facility
ADT
(trips/day) ADT (trips/day)
Collection Trucks 171 342 285 570 228
Transfer Trucks 68 136 113 226 90
Self-Haul (Passenger Vehicles) 300 600 500 1,000 400
Employee (Passenger Vehicles) 50 100 100 200 100
TOTAL 589 1,178 998 1,996 818
Notes:
1 As reported in 2009 EDCO Recycling and Transfer Facility Final Environmental Impact Report (FEIR) (State Clearinghouse SCH # 2008081009)
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The peak hour trip generation for the Project summarized in Table 3 is based on the hourly trip generation rates for existing operations with trips associated with expanded operations proposed under the Project scaled proportionately for the processing of the additional 1,000 tpd.

Table 3. Hourly Distribution of Vehicles (Project Operations) Time Collection
Trucks
Self-Haul
Vehicles
Transfer
Trucks
Staff
Vehicles
Total
Vehicles
10:00-11:00 PM 0 0 1 0 1
11:00-12:00 PM 0 0 1 0 1
12:00-1:00 AM 0 0 1 0 1
1:00-2:00 AM 0 0 1 0 1
2:00-3:00 AM 0 0 1 0 1
3:00-4:00 AM 0 0 3 2 5
4:00-5:00 AM 3 0 3 2 8
5:00-6:00 AM 6 0 3 21 30
6:00-7:00 AM 6 7 3 0 16
7:00-8:00 AM 7 10 2 0 19
8:00-9:00 AM 6 17 1 0 24
9:00-10:00 AM 10 20 2 0 32
10:00-11:00 AM 10 23 3 0 36
11:00-12:00 AM 10 30 3 0 43
12:00-1:00 PM 10 20 3 0 33
1:00-2:00 PM 10 23 3 2 38
2:00-3:00 PM 10 20 3 2 35
3:00-4:00 PM 10 17 2 21 50
4:00-5:00 PM 6 13 1 0 20
5:00-6:00 PM 6 0 1 0 7
6:00-7:00 PM 4 0 1 0 5
7:00-8:00 PM 0 0 1 0 1
8:00-9:00 PM 0 0 1 0 1
9:00-10:00 PM 0 0 1 0 1
TOTAL 114 200 45 50 408
Source: EDCO Signal Hill 2024
Notes:

Shading indicates peak traffic hours.

For an analysis of peak hour trips, a Passenger Car Equivalence (PCE) factor of 2.0 is applied to each truck trip to account for the effects of these heavy vehicles within the traffic stream on flat terrain.

Table 4 summarizes the Project-related trip generation with the PCE factor.

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Table 4. Project Peak Hour PCE Trip Generation Summary
Vehicle Type PCE
AM Peak Hour PM Peak Hour
In Out Total In Out Total
Collection Trucks 2.0 12 12 24 12 12 24
Transfer Trucks 2.0 2 2 4 2 2 4
Self-Hauler 1.0 17 17 34 13 13 26
Employee 1.0 0 0 0 0 0 0
TOTAL 31 31 62 27 27 54
Based on the off-site circulation routes as required by the CUP (refer to Figure 2 and Figure 3 above), ten intersections have been included in the traffic impact analysis for the AM and PM peak hours. These intersections are summarized in Table 5 and illustrated in Figure 8.

Table 5. Key Intersections and Existing (Year 2018) Peak Hour LOS Key Intersection Time Period Existing LOS

1. Atlantic Avenue and I-405 Northbound AM
PM
A
C

2. Atlantic Avenue and I-405 Southbound AM
PM
A
A

3. Atlantic Avenue and Spring Street AM
PM
C
D

4. California Avenue and Spring Street AM
PM
A
C

5. California Avenue and Willow Street AM
PM
B
A

6. Orange Avenue and 32nd Street
AM
PM
C
D

7. I-405 Northbound and 32nd Street
AM
PM
B
B

8. Orange Avenue and I-405 Southbound AM
PM
E
F

9. Orange Avenue and Spring Street AM
PM
D
D

10. Cherry Avenue and Spring Street AM
PM
B
C
Source: City of Long Beach 2020a
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3-4
Figure 8. Study Area Intersection Locations
As noted above, the collection trucks and transfer trucks will be restricted to specific routes with approximately 40 percent of trips oriented towards the I-405 Freeway. Figure 9 illustrates the general truck distribution. Self-haul vehicles and employee vehicles will not be restricted to assigned routes and are distributed based on levels and locations of development in relation to the location of the Facility.

Figure 10 illustrates the general distribution of self-haul vehicles and employees.

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3-5
Figure 9. General Project Trip Distribution - Trucks
Figure 10. General Project Trip Distribution – Self-Haul and Employee Vehicles Transportation Technical Report
3-6
Assuming the anticipated trip distribution rates illustrated in Figure 9 and Figure 10, the maximum number of PCE vehicles at an intersection traveling in any given direction is estimated at 19 PCE vehicles during the AM peak hour (i.e., leaving the site heading north on California Avenue). From the intersection at California Avenue and Spring Street, Project-related PCE vehicle trips are dispersed among the proximate intersections. The most impacted intersection (i.e., most severe congestion with LOS E or F) is identified at Orange Avenue and Spring Street. At this intersection, the maximum number of PCE vehicles traveling in any given direction is estimated at 5 PCE vehicles during AM or PM peak hours. Per City of Long Beach guidelines (2020b), if an intersection operates at LOS E or F without the project and the project increases average control delay at the intersection by 2.5 seconds or more, the addition of project traffic would be responsible for LOS deficiencies. Given existing traffic volumes, the limited number of PCE vehicles during peak hour travel times would not be expected to increase the average control delay at any intersection by 2.5 seconds or more or reduce the LOS at key intersections.

Currently, as allowed by Condition 18 of the Facility’s current CUP, occasional queuing of transfer and collection trucks takes place on 28th Street. As detailed in Table 1, transfer trucks currently arrive between the hours of 3:00 AM and 4:00 PM. To reduce the potential of additional queuing as a result of the proposed Project, EDCO will distribute transfer truck arrivals over a full 24-hour day so that no more than 3 additional transfer trucks are expected in any given hour (refer to Table 3). In addition, consistent with existing operations, EDCO would continue to employ spotters to manage truck traffic and further reduce the potential for excessive queuing on 28th Street.

3.2 VMT Analysis
The purpose of this Vehicle Miles Traveled (VMT) analysis is to evaluate the Project based on Senate Bill 743 (SB 743) requirements consistent with the Technical Advisory on Evaluating Transportation Impacts In California Environmental Quality Act (CEQA), December 2018, prepared by the State of California Governor’s Office of Planning and Research (OPR). The OPR Technical Advisory provides project screening criteria and guidance for analysis of VMT assessments under SB 743. It should be noted that “goods movement” (i.e., heavy truck trips) is not subject to VMT analysis per OPR guidelines. While heavy truck trips generated by industrial activity (i.e., the Project’s collection truck and transfer tractor/trailer trips) are outside SB 743 regulation, passenger vehicle trips generated by employees and self-haul are subject to VMT standards. With the adopted guidelines, transportation impacts are to be evaluated based on a project’s effect on vehicle miles traveled. Lead agencies are allowed to continue using their current impact criteria, or to opt into the revised transportation guidelines. The City of Signal Hill has yet to adopt criteria for evaluating VMT impacts under CEQA. However, it is our understanding that the City of Signal Hill may likely utilize criteria consistent with the OPR Technical Advisory, and may be open to considering the criteria which has been adopted by neighboring jurisdiction of the City of Long Beach. Note that OPR does not recommend a VMT specific threshold of significance for institutional projects. However, the City of Long Beach has developed Traffic Impact Analysis Guidelines (2020b) and CEQA Transportation Thresholds of Significance Guide (2020c) consistent with the OPR Technical Advisory. The City of Long Beach Guide specifies that:
“The development of institutional/government and public service uses that support community health, safety, and welfare will be presumed to have a less than significant transportation impact related to CEQA Guidelines Section 15064.3, subdivision (b). These Transportation Technical Report
3-7
facilities (e.g., police stations, fire stations, community centers, refuse stations) are already part of the community and, as public service uses, their VMT is accounted for in the existing regional average.”
Note that the Project consists of an expansion of capacity at the existing institutional (i.e., refuse management) facility, and does not include changes to the existing land use or conflict with the City of Signal Hill General Plan Land Use Element. To demonstrate that the proposed Project would have a less than significant impact on regional VMT, the VMT per employee associated with the expanded operations has been estimated as compared to the regional average VMT per employee. The regional average VMT per employee for Los Angeles County is 18.5 miles/day/employee (City of Long Beach 2020c).

Table 6. Project Passenger Vehicle VMT Summary
Vehicle Type One-Way Trip Length
(miles)1
Project ADT
(trips/day)
Project Daily VMT
(miles/day)
Self-Haul (Passenger Vehicles) 10 400 4,000
Employee (Passenger Vehicles) 20 100 2,000
TOTAL VMT 6,000
Notes:
1 Trip length as cited in the 2009 EDCO Recycling and Transfer Facility Final Environmental Impact Report (FEIR) (State Clearinghouse SCH # 2008081009).

To account for the additional passenger vehicle trips associated with self-haul deliveries, the self-haul drivers are considered “employees” in addition to 50 additional employees associated with expanded operations at the Facility, for a total of 350 employees. As shown in Table 6, the total passenger vehicle VMT associated with the Project would be 6,000 miles/day. Accordingly, the Project-related VMT per employee would be 17.1 miles/day/employee, which is less than the regional average VMT per employee of 18.5 miles/day/employee. Thus, the Project would be consistent with the presumption of the City of Long Beach Guide for institutional projects and would not have a significant impact relative to VMT.

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SECTION 4 Conclusions
Based on the Project trip and VMT Analysis and the screening thresholds of the Los Angeles County Guidelines and Long Beach Transportation Impact Guidelines, the project meets the VMT per employee screening criteria institutional projects. Therefore, the proposed Project meets the applicable screening criteria which allows a determination of a less-than-significant impact on VMT. The Project would generate a total of 62 AM Peak Hour PCE trips and 54 PM Peak Hour PCE trips. Based on existing traffic volumes on adjacent roadways, and assuming the assumed distribution of trips on local roadways (refer to Figure 9 and Figure 10), peak-hour traffic would not be significantly delayed with the addition of Project-generated traffic and the Project would not reduce the LOS at key intersections.

Transportation Technical Report
SECTION 5 References
City of Long Beach. 2013. City of Long Beach General Plan Mobility Element. Available at:
https://www.longbeach.gov/globalassets/lbcd/medialibrary/documents/planning/advance/general-plan/320615_lbds_mobility_element_web.

Accessed January 2024.

City of Long Beach. 2020a. Spring Street Business Park Project Draft Environmental Impact Report (SCH # 2019100514). Available at: https://files.ceqanet.opr.ca.gov/256575- 3/attachment/1xcCZivWhfQRGhO86urlcZ9c6bce7DlKc_xNdeqdWnG_CW2j9Cna30jfqUEw9RTDImC-l9adVtmHT1b0. Accessed January 18, 2024.

City of Long Beach. 2020b. Traffic Impact Guidelines. Available at:
https://www.longbeach.gov/globalassets/lbcd/medialibrary/documents/planning/environmental/environmental-planning/tia-guidelines. Accessed January 10, 2024.

City of Long Beach. 2020c. CEQA Transportation Thresholds of Significance Guide. Available at:
https://ca-signalhill2.civicplus.com/DocumentCenter/View/11857/eApx_H_Transportation.

Accessed January 11, 2024.

City of Signal Hill. 2009. City of Signal Hill General Plan Circulation Element. Available at:
https://www.cityofsignalhill.org/DocumentCenter/View/309/circulation-element?bidId=.

Accessed January 10, 2024.

EDCO Signal Hill. 2024. Personal Communication. January 17, 2024.

Fehr & Peers. 2020. Los Angeles County Senate Bill (SB) 743 Implementation and CEQA Updates Report.

Available at: https://pw.lacounty.gov/traffic/docs/Implementation-Report.pdf. Accessed January 11, 2023.

Los Angeles County Public Works. 2020. Transportation Impact Analysis Guidelines July 23, 2020.

Accessed April 5, 2023. Available: https://pw.lacounty.gov/traffic/docs/Transportation-ImpactAnalysis-Guidelines-July-2020-v1.1.pdf.

Appendix D Air Quality and Greenhouse Gas Impact
Analysis and Technical Report
i

Air Quality and Greenhouse Gas
Technical Report
EDCO Expansion Project
Signal Hill, California
Prepared for: City of Signal Hill
May 8, 2024
ii
Table of Contents
SECTION 1 Introduction................................................................................................................ 1-1

1.1 Existing Operations............................................................................................................... 1-1

1.2 Proposed Project................................................................................................................... 1-6 SECTION 2 Environmental Setting................................................................................................. 2-1

2.1 Criteria Air Pollutants............................................................................................................ 2-1

2.2 Toxic Air Contaminants......................................................................................................... 2-5

2.3 Other Issues of Concern........................................................................................................ 2-6

2.4 Greenhouse Gas.................................................................................................................... 2-7

2.5 Existing Regional Air Quality ................................................................................................. 2-8

2.6 Sensitive Receptors............................................................................................................. 2-10 SECTION 3 Regulatory Framework................................................................................................ 3-1

3.1 Federal .................................................................................................................................. 3-1

3.2 State...................................................................................................................................... 3-1

3.3 Regional ................................................................................................................................ 3-5 SECTION 4 Environmental Impacts ............................................................................................... 4-1

4.1 Methodology ........................................................................................................................ 4-1

4.2 Thresholds of Significance .................................................................................................... 4-2

4.3 Project Impacts and Mitigation Measures............................................................................ 4-5 SECTION 5 References.................................................................................................................. 5-1 Attachment A CalEEMod Air Quality and GHG Emissions Data........................................................ 5-1 iii
List of Tables
Table 1. Materials Accepted for Disposal at the EDCO Facility .................................................................... 1-3 Table 2. Materials Not Accepted for Disposal at the EDCO Facility ............................................................. 1-4 Table 3. Hourly Distribution of Vehicles (Existing Operations @ 1,500 tpd) ............................................... 1-5 Table 4. Trip Generation Summary (Existing versus Proposed Project)....................................................... 1-7 Table 5. Project VMT Summary.................................................................................................................... 1-8 Table 6. Project Operations Off-Road Equipment Use................................................................................. 1-8 Table 7. Ambient Air Quality Standards....................................................................................................... 2-2 Table 8. Global Warming Potential for Selected Greenhouse Gases........................................................... 2-7 Table 9. South Coast Air Basin Attainment Status ....................................................................................... 2-8 Table 10. Local Air Quality Levels................................................................................................................... 2-9 Table 11. Sensitive Receptors in Proximity to the Facility............................................................................ 2-10 Table 12. SCAQMD Air Quality Mass Daily Significance Thresholds............................................................... 3-5 Table 13. Emission Localized Significance Thresholds for Construction and Operation (2-Acre Project Site, 100 Meters from Sensitive Receptor) .................................................................................................................. 3-6 Table 14. Unmitigated Maximum Daily Project Operations-Generated Emissions....................................... 4-6 Table 15. Annual Operational GHG Emissions.............................................................................................. 4-10 List of Figures
Figure 1. Project Site...................................................................................................................................... 1-1 Figure 2. Offsite Circulation: Arrival Routes.................................................................................................. 1-1 Figure 3. Offsite Circulation: Departure Routes............................................................................................ 1-2 Figure 4. Project Site Access Circulation........................................................................................................ 1-6 Attachments
Attachment A. CalEEMod Air Quality and GHG Emissions Data Transportation Technical Report
1-1
SECTION 1 Introduction
Catalyst Environmental Solutions Corporation (Catalyst) has prepared this report to evaluate the potential for impacts related to air quality and greenhouse gas (GHG) resulting from proposed expansion of operations at the EDCO Recycling and Transfer Material Recovery Facility (Facility) in the City of Signal Hill, California. This report includes an evaluation of potential impacts associated with the permanent increase in operational air emissions and whether Project-induced emissions are in excess of standards established by the applicable local jurisdiction (i.e., South Coast Air Quality Management District). Sitespecific operations activity information used for air emissions models and estimates are based on information provided by EDCO Signal Hill.

1.1 Existing Operations
The Facility is owned and operated by EDCO Transport Services and is located on privately owned land.

The Facility is a 3.75-acre site located at 2755 California Avenue, Signal Hill, California (Figure 1). The Facility’s Assessor’s Parcel Number (APN) is 7207-022-043 in Township 4 South, Range 12 West. The site is zoned as General Industrial Specific Plan (SP-19) with the Facility currently operating in Area 3 of the SP-19 under Conditional Use Permit 09-01 granted on February 17, 2009.

The activities of the Facility include the manual sorting and transfer of residential, commercial and industrial refuse, transfer of self-haul public refuse, processing of materials collected by curbside recycling programs, a public drop-off area for recyclable materials, and a Permanent Household Hazardous Waste Collection Facility (PHHWCF). Once offloaded inside the Facility, waste is loaded into transfer trucks and then transported to a permitted landfill.

Access to the Facility is from California Avenue and 28th Street. The primary route of delivery to the Facility traveling south on Interstate 405 (I-405) is exit to Atlantic Avenue. Proceed south on Atlantic Avenue and turn east onto Spring Street. Proceed east on Spring Street and turn south onto California Avenue. Then proceed south on California Avenue to 28th Street and turn west to access Facility. The primary route of delivery to the Facility traveling north on I-405 is exit Orange Avenue off ramp, turn west onto East 32nd Street and proceed to Orange Avenue. Turn south on Orange Avenue, continue to Spring Street, turn west and then proceed to California Avenue and turn south. After turning onto California Avenue, proceed to 28th Street and turn west to access the site. Arrival and departure routes are illustrated in Figure 2 and Figure 3, respectively.

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Introduction | 1-1
Figure 1. Project Site
Air Quality and Greenhouse Gas Technical Report
Introduction | 1-1
Figure 2. Offsite Circulation: Arrival Routes
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Introduction | 1-2
Figure 3. Offsite Circulation: Departure Routes
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Introduction | 1-3
The operation of this Facility requires a Solid Waste Facility Permit (SWFP) issued from the Local Enforcement Agency (LEA) and concurred with by the State of California Department of Resources Recycling and Recovery (CalRecycle). The City of Signal Hill has designated the County of Los Angeles, Department of Public Health as its LEA. Accordingly, the current and valid operating permit, 19-AA-1112, is regulated by the County of Los Angeles, Department of Public Health, which serves as the regional regulatory arm of CalRecycle and is responsible for the monthly inspection of the Facility for conditions related to noise, odor, dust, traffic, vectors, and hazardous materials.

All materials entering the Facility are dumped on the concrete tipping floor located in the enclosed Facility building. The Transfer Station tipping floor area is approximately 32,572 square feet (sqft).

Designated recyclable material is dumped and stored along the west side of the building. Recyclable material that are floor-separated from the Transfer Station municipal solid waste piles are transferred to designated containers and bins located in the Facility. Once full, these materials are transported to secondary materials markets. Storage and transportation records are maintained in the main office building for auditing purposes. Table 1 lists the materials accepted for disposal at the EDCO Facility.

Table 2 lists the materials that are not accepted at the EDCO Facility.

Table 1. Materials Accepted for Disposal at the EDCO Facility Material Category Items Accepted
Municipal solid waste Residential, Commercial, Industrial Organics Residential curbside and commercial green waste and food waste
Recyclables Source separated, single stream and commercial recyclables, Construction and industrial recyclables
Construction and demolition materials All
Self-haul All
Household Hazardous Waste (The Facility only accepts
HHW during PHHWCF events that are coordinated with
the City of Signal Hill and the County of Los Angeles Public Works Department. HHW is not accepted outside of these
designated events that are overseen by EDCO partners.)
Non-controlled pharmaceuticals, Needles and syringes,
Antifreeze, Cleaning supplies, cosmetics, used motor oil, pesticides, Batteries including car batteries and
household batteries, fluorescent light bulbs, TVs,
computers, VCRs, stereos, and cell phones.

Universal Waste All
Salvageable Items Newsprint, Corrugated containers, Plastic containers (California Redemption Value [CRV] and non-CRV), Mixed
plastics, Aluminum cans (CRV and non-CRV), High-grade
paper, Mixed paper (including junk mail), Styrofoam,
Ferrous and bi-metal containers, Glass containers, Aseptic cartons
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Introduction | 1-4
Table 2. Materials Not Accepted for Disposal at the EDCO Facility Material Category Specific Items
Hazardous Waste Designated wastes (profiled hazardous materials) are not accepted at the Facility. Other than household hazardous waste, no sludge, liquids, infectious, medical or hazardous materials are accepted at the Facility.

Non-Salvageable Items The Facility does not accept any cosmetics, beverages, hazardous chemicals, poisons, pesticides or other materials capable of endangering public health.

High Liquid Content Waste The Facility does not accept any publicly owned treatment works sludge or residuals. It also does not accept industrial wastewater treatment sludge, septic tank pumping, chemical toilet wastes or liquid wastes. The Facility does accept saturated waste less than 15% liquid content, as long as the liquid is nonhazardous.

Household Hazardous
Wastes
Household hazardous waste not accepted at any time: ammunition, marine flares, radioactive materials, controlled substances, tires, or large household goods (refrigerators, washing machines, etc.)
Other Wastes Requiring
Special Handling
CalRecycle designated special wastes.

The Facility is designed to process 6,336 tons per day (tpd). However, the current Conditional Use Permit (CUP) limits the operational capacity to 1,500 tpd. Recently, the LEA issued an emergency waiver(s) of terms and conditions of the EDCO Transport Services Sold Waste Facility Permit #19-AA-1112 during the declared State emergency, as result of the Coronavirus (COVID-19). These waivers were issued in 120- day increments on November 5, 2020, March 4, 2021, July 7, 2021, October 27, 2021, March 4, 2022, June 28, 2022, and again October 19, 2022, which allowed the Facility to operate at up to 2,500 tpd.

The existing CUP mandates that all ingress and egress from the Facility shall follow the circulation routes depicted in Figure 4 and that all trucks en route to and departing the Facility shall follow the off-site circulation routes depicted on Figure 2 and Figure 3 above. Further, the CUP requires that employee shifts are schedule so that employees do not arrive or depart during peak traffic hours as detailed in Table 3.

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Introduction | 1-5
Table 3. Hourly Distribution of Vehicles (Existing Operations @ 1,500 tpd) Time Collection
Trucks
Self-Haul
Vehicles
Transfer
Trucks
Staff
Vehicles
Total
Vehicles
3:00-4:00 AM 0 0 4 2 6
4:00-5:00 AM 2 0 6 2 10
5:00-6:00 AM 5 0 6 21 32
6:00-7:00 AM 5 10 5 0 20
7:00-8:00 AM 10 15 4 0 29
8:00-9:00 AM 12 25 5 0 42
9:00-10:00 AM 20 30 5 0 55
10:00-11:00 AM 15 35 4 0 54
11:00-12:00 AM 12 45 4 0 61
12:00-1:00 PM 15 30 5 0 50
1:00-2:00 PM 15 35 5 2 57
2:00-3:00 PM 15 30 5 2 52
3:00-4:00 PM 15 25 5 21 66
4:00-5:00 PM 15 20 2 0 37
5:00-6:00 PM 10 0 2 0 12
6:00-7:00 PM 5 0 1 0 6
TOTAL 171 300 68 50 589
Source: 2009 EDCO Recycling and Transfer Facility Final Environmental Impact Report (FEIR) (State Clearinghouse SCH # 2008081009)
Notes: Shading indicates peak traffic hours.

In general, the Facility plays a significant role in reducing both air emissions and vehicle miles traveled, primarily through the consolidation of loads. Benefits include, but are not limited to:
− Reducing overall community truck traffic by consolidating smaller loads into larger vehicles. − Reducing air pollution, fuel consumption and road wear by consolidating loads into fewer vehicles.
− Allows for screening of waste for special handling.
− Offers residents a convenient drop-off of waste and recyclables and reduces the overall impact of miles driven to a landfill through load consolidation.

Air Quality and Greenhouse Gas Technical Report
Introduction | 1-6
Figure 4. Project Site Access Circulation

1.2 Proposed Project
Since the issuance of the CUP in 2009, the continued growth in the region, as well as seasonal surges in the amount of waste generated, and increased public disposal (self-haulers) has increased. In addition, the Southeast Resource Recovery Facility (SERRF) in Long Beach will close on or about June 30, 2024. As such, upon closure of the SERRF, it is anticipated that a percentage of accepted materials that historically was delivered to the SERRF will instead be diverted to the Facility. Thus, the Project proposes to expand its current permitted tonnage limit of 1,500 to 2,500 (tpd).

The ability to safely and effectively operate at this threshold was demonstrated for over 27 months (November 11, 2020 through February 28, 2023) pursuant to Section 17210.3 and subsequently 17210.2(d) of the California Code of Regulations (CCR) Title 14, the LEA issued an emergency waiver(s) of terms and conditions of the EDCO Transport Services Sold Waste Facility Permit #19-AA-1112 during the declared State emergency, as result of the Coronavirus (COVID-19). These waivers were issued in 120- day increments on November 5, 2020, March 4, 2021, July 7, 2021, October 27, 2021, March 4, 2022, June 28, 2022, and again October 19, 2022, which allowed the Facility to operate at up to 2,500 tpd.

Since the design elements allow for up to 6,336 tpd of load out capacity, no physical changes to the Facility are necessary to accommodate the requested increase to a maximum of 2,500 tpd. In addition, the tipping floor can receive and store up to 3,644 tons of material.

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Introduction | 1-7

1.2.1 Vehicle trips associated with the Project.

A variety of different types of vehicles utilize the Facility, but they are primarily broken into three categories: collection trucks, transfer tractor/trailers and self-haul/employee vehicles. The Facility is currently permitted for a maximum daily capacity of 1,500 tpd. Using this baseline number, the following assumptions are used to generate the type and number of vehicles anticipated to enter the facility:
− 1,500 tpd of municipal solid waste and recyclable materials. − Solid waste collection trucks have an average capacity of 7 tons. − Residual waste transfer trucks (including recyclable materials) have an average capacity of 22 tons.
− Self-haul vehicles have an average of 1 ton.

While the Facility is designed for a maximum daily capacity of 6,336 tpd over a 24-hour period, the 2009 EDCO Recycling and Transfer Facility Final Environmental Impact Report (FEIR) (State Clearinghouse SCH # 2008081009), considered a maximum of 1,500 tpd. Using the permitted capacity of 1,500 tpd as a baseline number, the estimated number of commercial trucks accessing the Facility are approximately 239 (171 collection vehicles, 68 transfer tractor trailers) and 350 self-haul/employee passenger vehicles per day. Table 4 provides a summary of the assumed existing trips, estimated trips, and change in trips from existing conditions under the proposed Project.

Table 4. Trip Generation Summary (Existing versus Proposed Project) Vehicle Type
Existing (@1,500 tpd) Project (@2,500 tpd) Change from Existing Vehicles
Accessing
Facility1
ADT
(trips/day)1
Vehicles
Accessing
Facility
ADT
(trips/day) ADT (trips/day)
Collection Trucks 171 342 285 570 228
Transfer Trucks 68 136 113 226 90
Self-Haul (Passenger Vehicles) 300 600 500 1,000 400
Employee (Passenger Vehicles) 50 100 100 200 100
TOTAL 589 1,178 998 1,996 818
Notes:
1 As reported in 2009 EDCO Recycling and Transfer Facility Final Environmental Impact Report (FEIR) (State Clearinghouse SCH # 2008081009)
The vehicle miles traveled (VMT) for the proposed Project has been estimated based on the number of trips generated by the proposed Project as summarized in Table 5.

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Table 5. Project VMT Summary
Vehicle Type One-Way Trip Length
(miles)1 Project ADT (trips/day) Project Daily VMT(miles/day) Collection Trucks 10 228 2,280
Transfer Trucks 50 90 4,500
Self-Haul (Passenger
Vehicles) 10 400 4,000
Employee (Passenger
Vehicles) 20 100 2,000
TOTAL VMT 12,780
Notes:
1 Trip length as cited in the 2009 EDCO Recycling and Transfer Facility Final Environmental Impact Report (FEIR) (State Clearinghouse SCH # 2008081009).

Note that EDCO has converted the entire fleet of collection trucks to renewable natural gas (RNG) powered vehicles. These vehicles are considered “Near Zero” emission vehicles, that produce almost zero nitrogen oxides (NOX). In addition, the RNG powering the collection fleet is considered a carbon neutral or carbon negative (depending on the specific intensity of the RNG) collection fleet.

1.2.2 Energy and Water Use
Because the EDCO Facility was designed for a maximum capacity of 6,336 tpd of solid waste, increasing the permitted throughput from 1,500 to 2,500 tpd would not require a physical expansion of the facility or result in significant additional on-site energy consumption or water use compared to conditions prior to issuance of the emergency waivers (i.e., hours of operation and electricity and water consumption is generally constant regardless of material throughput up to the maximum design capacity of 6,336 tpd).

1.2.3 Off-Road Equipment Use
Existing operations include the use of diesel loaders for handling and loading refuse at the Facility.

Processing of an additional 1,000 tpd would require an increase in the daily operation of diesel off-road equipment at the Facility as detailed in Table 6.

Table 6. Project Operations Off-Road Equipment Use
Equipment Type Fuel Horsepower
Total Additional
Operation
(hours/day)
Loader Liebherr L1566 Diesel 272 2
Source: EDCO Signal Hill 2024
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Environmental Setting | 2-1
SECTION 2 Environmental Setting
The proposed Project is within the South Coast Air Basin (SCAB) under the jurisdiction of the South Coast Air Quality Management District (SCAQMD). Factors such as wind, sunlight, temperature, humidity, rainfall, and topography all affect the accumulation and/or dispersion of air pollutants throughout the SCAB. Air pollutant emissions within the SCAB are generated by stationary and mobile sources.

Stationary sources can be divided into two major subcategories: point sources and area sources. Point sources occur at an identified location and are usually associated with manufacturing and industry.

Examples of point sources are boilers or combustion equipment that produce electricity or generate heat. Area sources are widely distributed and produce many small emissions. Examples of area sources include residential and commercial water heaters, painting operations, lawn mowers, agricultural fields, landfills, and consumer products, such as barbeque lighter fluid and hair spray. Mobile sources are emissions from motor vehicles, including tailpipe and evaporative emissions, and are classified as either on-road or off-road. On-road sources may be legally operated on roadways and highways. Off-road sources include aircraft, ships, trains, race cars, and self-propelled construction equipment. Air pollutants can also be generated by the natural environment, such as when fine dust particles are pulled off the ground surface and suspended in the air during high winds.

Both the federal and State governments have established ambient air quality standards for outdoor concentrations of various pollutants to protect public health and welfare. These pollutants are referred to as “criteria air pollutants” because of the specific standards, or criteria, which have been adopted for them. The federal and State standards have been set at levels considered safe to protect public health, including the health of “sensitive” populations, such as asthmatics, children, and the elderly with a margin of safety; and to protect public welfare, including protection against decreased visibility and damage to animals, crops, vegetation, and buildings.

2.1 Criteria Air Pollutants
A criteria air pollutant is any air pollutant for which ambient air quality standards (criteria) have been set by the U.S. Environmental Protection Agency (USEPA) (National Ambient Air Quality Standards [NAAQS]) or California Air Resources Board (CARB) (California Ambient Air Quality Standards [CAAQS]). The presence of these pollutants in ambient air is generally due to numerous diverse and widespread sources of emissions, and air quality standards have been established for these pollutants to protect public health. Criteria pollutants include ozone (O3), fine particulate matter (PM2.5), respirable particulate matter (PM10), carbon monoxide (CO), nitrogen dioxide (NO2), lead (Pb), sulfur dioxide (SO2), visibility-reducing particles, sulfates, and hydrogen sulfide (H2S). Table 7 presents the federal and state air quality standards for criteria pollutants. The sections below provide additional details about each of these criteria pollutants.

Air Quality and Greenhouse Gas Technical Report
Environmental Setting | 2-2
Table 7. Ambient Air Quality Standards
Source: CARB 2017a and USEPA 2024
Notes:

A rolling average is a calculation to analyze data points by creating series of averages of different subsets of the full data set. ppm = part(s) per million; µg/m3 = microgram(s) per cubic meter Pollutant Averaging
Time
CAAQS
(ppm)
CAAQS
(μg/m3)
NAAQS
(ppm)
NAQQS
(μg/m3)
Ozone (O3)
1-hour 0.09 180 -- --
8-hour 0.07 137 0.070 137
Nitrogen Dioxide
(NO2)
1-hour 0.18 339 0.100 188
Annual 0.03 57 0.053 100
Sulfur Dioxide (SO2)
1-hour 0.25 655 0.075 196
3-hour -- -- 0.5 1,300
24-hour 0.04 105

0.14 (for
certain
areas)

0.030 (for
certain areas)
Annual
arithmetic
mean
-- -- 0.03 --
Carbon Monoxide
(CO)
1-hour 20 0.020 35 0.040
8-hour 9 0.023 9 0.010
Particulates (as
PM10)
24-hour -- 50 -- 150
Annual
arithmetic
mean
-- 20 -- --
Particulates (as
PM2.5)
24-hour -- -- -- 35
Annual -- 12 -- 9.0
Lead (Pb)
30-day -- 1.5 -- --
Calendar
average -- -- -- 1.5 (for certain areas)
3-month
(rolling
average)1
-- -- -- 1.5
Sulfates (as SO4) 24-hour -- 25 -- --
Hydrogen Sulfide
(H2S) 1-hour 0.03 42 -- --
Vinyl Chloride
(C2H3Cl) 24-hour 0.01 26 -- --
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2.1.1 Ozone
O3 is formed in the atmosphere by a series of complex chemical reactions and transformations in the presence of sunlight. Oxides of nitrogen (NOX) and reactive organic gases (ROGs) are the principal constituents in these reactions. O3 is a pungent, colorless, toxic gas and is a primary component of smog.

O3 is known as a secondary pollutant because it is formed in the atmosphere through a complex series of chemical reactions, rather than emitted directly into the air. The major sources of NOX in California are motor vehicles and other combustion processes. The major sources of ROGs in California are motor vehicles and the evaporation of chemical solvents and fuels.

O3 is a strong irritating gas that can chemically burn and cause narrowing of airways, forcing the lungs and heart to work harder to provide oxygen to the body. People most likely to be affected by O3 include the elderly, the young, athletes, and those who suffer from respiratory diseases such as asthma, emphysema, and chronic bronchitis.

2.1.2 PM10
PM10, or fugitive dust, consists of particulate matter (fine dusts and aerosols) that is ten microns or smaller in aerodynamic diameter. For reference, ten microns is about one-seventh the width of a human hair. When inhaled, particles larger than 10 microns are generally caught in the nose and throat and do not enter the lungs. PM10 gets into the large upper branches of the lungs just below the throat, where they are caught and removed (by coughing, spitting, or swallowing).

The primary sources of PM10 include dust, paved and unpaved roads, diesel exhaust, acidic aerosols, construction and demolition operations, soil and wind erosion, agricultural operations, residential wood combustion, and smoke. Secondary sources of PM10 include tailpipe emissions and industrial sources.

These sources have different constituents and therefore, varying effects on health. Airborne particles absorb and adsorb toxic substances and can be inhaled and lodge in the lungs. Once in the lungs, the toxic substances can be absorbed into the bloodstream and carried throughout the body. PM10 concentrations tend to be lower during the winter months because meteorology greatly affects PM10 concentrations. During rainfall events, concentrations are relatively low, and on windy days, PM10 levels can be high. Photochemical aerosols, formed by chemical reactions with manmade emissions, may also influence PM10 concentrations.

Elevated ambient particulate levels are associated with premature death, an increased number of asthma attacks, reduced lung function, aggravation of bronchitis, respiratory disease, and cancer.

2.1.3 PM2.5
PM2.5 is a mixture of particulate matter (fine dusts and aerosols) that is 2.5 microns or smaller in aerodynamic diameter. For reference, 2.5 micrometers is approximately 1/30 the size of a human hair, so small that several thousand of these particles could fit on the period at the end of this sentence.

PM2.5 can travel into the deepest portions of the lungs where gas exchange occurs between the air and the bloodstream. These particles are very dangerous because the deepest portions of the lungs have no efficient mechanisms for removing them. If these particles are soluble in water, they pass directly into the bloodstream within minutes. If they are not soluble in water, they are retained deep in the lungs and can remain there permanently.

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PM2.5 particles are emitted from activities such as industrial and residential combustion processes, wood burning, and from diesel and gasoline-powered vehicles. They are also formed in the atmosphere from gases such as SO2, NOX, ammonia, and volatile organic compounds that are emitted from combustion activities, and then become particles as a result of chemical transformations in the air (secondary particles).

Exposure to PM2.5 increases the risks of long-term disease, including chronic respiratory disease, cancer, and increased and premature death. Other effects include increased respiratory stress and disease, decreased lung function, alterations in lung tissue and structure, and alterations in respiratory tract defense mechanisms.

2.1.4 Carbon Monoxide
CO is a common colorless, odorless, highly toxic gas. It is produced by natural and anthropogenic combustion processes. The major source of CO in urban areas is incomplete combustion of carbon containing fuels (primarily gasoline, diesel fuel, and natural gas). However, it also results from combustion processes, including forest fires and agricultural burning. Over 80 percent of the CO emitted in urban areas is contributed by motor vehicles. Ambient CO concentrations are generally higher in the winter, usually on cold, clear days and nights with little or no wind. Low wind speeds inhibit horizontal dispersion, and surface inversions inhibit vertical mixing. Traffic-congested intersections have the potential to result in localized high levels of CO. These localized areas of elevated CO concentrations are termed CO “hotspots”. CO hotspots are defined as locations where ambient CO concentrations exceed the CAAQS (20 parts per million (ppm), 1-hour; 9 ppm, 8-hour).

When inhaled, CO does not directly harm the lungs; rather, it combines chemically with hemoglobin, the oxygen-transporting component of blood and diminishes the ability of blood to carry oxygen to the brain, heart, and other vital organs. Red blood cells have 220 times the attraction for CO than for oxygen. This affinity interferes with movement of oxygen to the body’s tissues. Effects from CO exposure include headaches, nausea, and death. High levels of CO in a concentrated area can result in asphyxiation.

2.1.5 Nitrogen Dioxide
NO2 is formed in the atmosphere primarily by the rapid reaction of the colorless gas nitric oxide (NO) with atmospheric oxygen. It is a reddish-brown gas with an odor similar to that of bleach. NO2 participates in the photochemical reactions that result in O3. The greatest source of NO, and subsequently NO2, is the high-temperature combustion of fossil fuels such as in motor vehicle engines and power plant boilers. NO2 and NO are referred to collectively as NOX.

NO2 can irritate and damage the lungs, cause bronchitis and pneumonia, and lower resistance to respiratory infections such as influenza. Negative health effects are apparent after exposure to NO2 levels as low as 0.11 ppm for a few minutes. This level of exposure may elicit or alter sensory responses.

Higher concentrations (0.45 - 1.5 ppm) may cause impaired pulmonary function, increased incidence of acute respiratory disease, and difficult breathing for both bronchitis sufferers and healthy persons.

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2.1.6 Lead
Lead is a bluish-gray metal that occurs naturally in small quantities. Pure lead is insoluble in water.

However, some lead compounds are water soluble. Lead and lead compounds in the atmosphere often come from fuel combustion sources, such as the burning of solid waste, coal, and oils. Historically, the largest source of lead in the atmosphere resulted from the combustion of leaded gasoline in motor vehicles. However, with the phase-out of leaded gasoline, concentrations of lead in the air have substantially decreased. Industrial sources of atmospheric lead include steel and iron factories, lead smelting and refining, and battery manufacturing. Atmospheric lead may also result from lead in entrained dust and dirt contaminated with lead.

Acute health effects of lead include gastrointestinal distress (such as colic), brain and kidney damage, and even death. Lead also has numerous chronic health effects, including anemia, central nervous system damage, reproductive dysfunction, as well as effects on blood pressure, kidney function, and vitamin D metabolism. The USEPA’s Office of Air Quality Planning and Standards ranks lead as a “high concern” pollutant based on its severe chronic toxicity.

2.1.7 Sulfur Dioxide
SO2 is a colorless gas with a sharp, irritating odor. It can react in the atmosphere to produce sulfuric acid and sulfates, which contribute to acid deposition and atmospheric visibility reduction. It also contributes to the formation of PM10. Most of the SO2 emitted into the atmosphere is from the burning of sulfurcontaining fossil fuels by mobile sources, such as marine vessels and farm equipment, and stationary fuel combustion.

SO2 irritates the mucous membranes of the eyes and nose, and may also affect the mouth, trachea, and lungs, causing sore throat, coughing, and breathing difficulties.

2.2 Toxic Air Contaminants
Toxic air contaminants (TACs), also referred to as hazardous air pollutants, are air pollutants (excluding O3, CO, SO2, and NO2) that may reasonably be anticipated to cause cancer, developmental effects, reproductive dysfunction, neurological disorders, heritable gene mutations, or other serious or irreversible acute or chronic health effects in humans. TACs are regulated under different federal and State regulatory processes than O3 and the other criteria air pollutants. Health effects of TACs may occur at extremely low levels, and it is typically difficult to identify levels of exposure that do not produce adverse health effects. TACs generally consist of four types: 1) organic chemicals such as benzene, dioxins, toluene, and perchloroethylene; 2) inorganic chemicals such as chlorine and arsenic; 3) fibers such as asbestos; and 4) metals such as mercury, cadmium, chromium, and nickel. These air contaminants are defined by the USEPA, the State of California, and other governmental agencies.

Currently, more than 900 substances are regulated TACs under federal, State, and local regulations.

TACs are produced by a variety of sources, including industrial facilities such as refineries, chemical plants, chrome plating operations, and surface coating operations; commercial facilities such as dry cleaners and gasoline stations; motor vehicles, especially diesel-powered vehicles; and consumer products. TACs can be released as a result of normal industrial operations, as well as from accidental releases during process upset conditions.

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Health effects from TACs vary with the type of pollutant, the concentration of the pollutant, the duration of exposure, and the exposure pathway. TACs usually get into the body through inhalation, though they can also be ingested or absorbed through the skin. Adverse effects on people tend to be either acute or chronic. Acute effects result from short-term, high levels of airborne toxic substances.

These effects may include nausea, skin irritation, cardiopulmonary distress, and even death. Chronic effects result from long-term, low-level exposure to airborne toxic substances. Effects can range from relatively minor to life-threatening. Less serious chronic effects include skin rashes, dry skin, coughing throat irritation, and headaches. More serious chronic effects include lung, liver, and kidney damage; nervous system damage; miscarriages; genetic and birth defects; and cancer. Many TACs can have both carcinogenic and non-carcinogenic health effects.

2.3 Other Issues of Concern

2.3.1 Odors
Odors are substances in the air that pose a nuisance to nearby land uses such as residences, schools, daycare centers, and hospitals. Odors are typically not a health concern but can interfere with the use and enjoyment of nearby property. Odors may be generated by a wide variety of sources. The odor associated with decomposing organic material (such as organic refuse left to decay) may also be considered to be objectionable. Objectionable odors created by a facility or operation may cause a nuisance or annoyance to adjacent populations.

2.3.2 Fugitive Dust
Fugitive dust refers to solid particulate matter that becomes airborne because of wind action and human activities. Fugitive dust particles are mainly soil minerals, but can also be sea salt, pollen, spores, tire particles. About half of fugitive dust particles (by weight) are larger than 10 microns and settle quickly. Fugitive dust particles 10 microns or smaller (i.e., PM10) can remain airborne for weeks.

The primary sources of fugitive dust are grading and excavation operations associated with road and building construction, aggregate mining and processing operations, and sanitary landfill operations.

Unpaved roadways are also a large source of fugitive dust. Other sources of fugitive dust include demolition activities, unpaved roadway shoulders, vacant lots, material stockpiles, abrasive blasting operations, and off-road vehicle use. The amount of fugitive dust created by such activities is dependent largely on the type of soil, type of operation taking place, size of the area, degree of soil disturbance, soil moisture content, and wind speed.

When fugitive dust particles are inhaled, they can travel easily to the deep parts of the lungs and may remain there, causing respiratory illness, lung damage, and even premature death in sensitive people.

Fugitive dust may also be a nuisance to those living and working nearby. Dust blown across roadways can lead to traffic accidents by reducing visibility. Fugitive dust can soil and damage materials and property, such as fabrics, vehicles, and buildings. Particulates deposited on agricultural crops can lower crop quality and yield. Additionally, fugitive dust can lead to the spread of San Joaquin Valley Fever, a potential health hazard caused by a fungus that lives in certain soil types throughout California.

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2.4 Greenhouse Gas
Recent significant changes in global climate patterns have been associated with global warming, an average increase in the temperature of the atmosphere near Earth’s surface. Global warming has been attributed to the accumulation of GHG emissions in the atmosphere. GHGs trap heat in the atmosphere, which in turn heats the surface of the Earth. Some GHGs occur naturally and are emitted to the atmosphere through natural processes, while others are created and emitted solely through human activities. The emission of GHGs through the combustion of fossil fuels (i.e., fuels containing carbon) in conjunction with other human activities appears to be closely associated with global warming.

The standard state definition of GHG includes six substances: carbon dioxide (CO2); methane (CH4); nitrous oxide (N2O); hydrofluorocarbons (HFCs); perfluorocarbons (PFCs); and sulfur hexafluoride (SF6) (CARB 2014). Tropospheric O3 (a short-lived, not-well-mixed gas) and black carbon are also important climate pollutants. CO2 is the most abundant GHG, and collectively CO2, CH4, and N2O amount to 80 percent of GHG effects.

For each GHG, a global warming potential (GWP) has been calculated to reflect how long emissions remain in the atmosphere and how strongly energy is absorbed on a per-kilogram basis relative to CO2.

GWP is a metric that indicates the relative climate forcing of a kilogram of emissions when averaged over the period of interest (both 20-year and 100-year horizons are used for the GWPs shown in Table 8). To account for this higher potential, emissions of other GHGs are frequently expressed in the equivalent of CO2, denoted as CO2e. CO2e is a measurement used to account for the fact that different GHGs have different potential to retain infrared radiation in the atmosphere and contribute to the greenhouse effect.

Table 8. Global Warming Potential for Selected Greenhouse Gases Pollutant Lifetime (Years) Global Warming
Potential (20-Year)
Global Warming
Potential (100-Year)
Carbon Dioxide 100 1 1
Nitrous Oxide 121 264 265
Nitrogen Triflouride 500 12,800 16,100
Sulfur Hexafluoride 3,200 17,500 23,500
Perfluorocarbons 3,000-50,000 5,000-8,000 7,000-11,000
Black Carbon days to weeks 270-6,200 100-1,700
Methane 12 84 28
Hydrofluorocarbons Uncertain 100-11,000 100-12,000
Source: CARB 2014
The primary effect of rising global concentrations of atmospheric GHG is a rise in the average global temperature of approximately 0.2 degrees Celsius per decade, determined from meteorological measurements worldwide between 1990 and 2005. Climate change modeling using emission rates shows that further warming is likely to occur given the expected rise in global atmospheric GHG Air Quality and Greenhouse Gas Technical Report
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concentrations from innumerable sources of GHG emissions worldwide, which would induce further changes in the global climate system during the current century.

Scientific understanding of the fundamental processes responsible for global climate change has improved over the past decade. However, there remain significant scientific uncertainties. For example, uncertainties exist in predictions of local effects of climate change, occurrence of extreme weather events, and effects of aerosols, changes in clouds, shifts in the intensity and distribution of precipitation, and changes in oceanic circulation. Due to the complexity of the climate system, the uncertainty surrounding the implications of climate change may never be eliminated. Because of these uncertainties, there continues to be significant debate as to the extent to which increased concentrations of GHGs have caused or would cause climate change, and with respect to the appropriate actions to limit and/or respond to climate change. In addition, it may not be possible to link specific development projects to future specific climate change impacts, though estimating projectspecific impacts is possible.

2.5 Existing Regional Air Quality
Measurements of ambient concentrations of the criteria pollutants are used by the USEPA and CARB to assess and classify the air quality of each air basin, county, or, in some cases, a specific urbanized area.

The classification is determined by comparing actual monitoring data with national and state standards.

If a pollutant concentration in an area is lower than the standard, the area is classified as being in “attainment.” If the pollutant exceeds the standard, the area is classified as a “nonattainment” area. If there is not enough data available to determine whether the standard is exceeded in an area, the area is designated “unclassified.”
The Los Angeles County portion of the SCAB is designated by the USEPA as a nonattainment area for ozone, lead, and PM2.5; an attainment area for PM10; and an attainment/unclassified area for NO2. The SCAB is designated by CARB as a state-level nonattainment area for ozone, PM2.5, and PM10 and as an attainment area for lead, CO, NO2, and SO2. Table 9 shows the attainment status of the SCAB for the state and federal standards.

Table 9. South Coast Air Basin Attainment Status
Pollutant
Attainment Status

CAAQS NAAQS
Ozone (O3) Nonattainment Extreme Nonattainment
Nitrogen Dioxide (NO2) Attainment Unclassified/Attainment Sulfur Dioxide (SO2) Attainment Unclassified/Attainment Carbon Monoxide (CO) Attainment Unclassified/Attainment Particulates (as PM10) Nonattainment Attainment
Particulates (as PM2.5) Nonattainment Serious Nonattainment Lead (Pb) Attainment Nonattainment (Los Angeles County Portion) Source: CARB 2023a.

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The SCAQMD divides the SCAB into 37 source receptor areas (SRAs) in which 42 monitoring stations currently operate to monitor concentrations of air pollutants in the region (SCAQMD 1999). The Project is located within SRA 4. For the purposes of background data and this air quality analysis, this analysis relied on data collected in the last three years for the CARB monitoring stations that are located in the closest proximity to the Project Site. Table 10 provides the background concentrations from 2020 through 2022 (the latest data available) for O3, CO (1-hour and 8-hour averaging period), NO2, PM10, PM2.5, SO2, and Pb. Information is provided for monitoring stations #072, 077, 033, and 039).

Table 10. Local Air Quality Levels
Pollutant and Monitoring Station
Location
Maximum Concentration Days Exceeding Standard
2020 2021 2022 2020 2021 2022
O3 – 1-hour CAAQS (0.09 ppm)
Long Beach – Signal Hill 0.105 0.086 0.108 4 0 1
Long Beach – 2425 Webster Street * * * * *
Compton – 700 North Bullis Road 0.152 0.085 0.111 3 0 1 O3 – 8-hour CAAQS (0.07 ppm)
Long Beach – Signal Hill 0.083 0.065 0.77 4 0 1
Long Beach – 2425 Webster Street * * * * * *
Compton – 700 North Bullis Road 0.115 0.077 0.085 4 1 1 O3 – 8-hour NAAQS (0.070 ppm)
Long Beach – Signal Hill 0.083 0.064 0.77 4 0 1
Long Beach – 2425 Webster Street * * * * * *
Compton – 700 North Bullis Road 0.115 0.076 0.085 4 1 1 PM10 – 24-hour CAAQS (50 µg/m3)
South Long Beach 68.7 49.7 50.3 3 0 0
Long Beach – 2425 Webster Street 61.4 * * 3 * *
PM10 – 24-hour NAAQS (150 µg/m3)
Long Beach – Signal Hill * * 57.9 * * 0
South Long Beach 68.3 48.7 48.9 0 0 0
Long Beach – 2425 Webster Street 61.6 * 128.6 0 * 0
PM2.5 - 24-hour NAAQS (35 µg/m3)
Long Beach – Signal Hill * * 26.7 * * 0
South Long Beach 63.7 42.9 26.6 10 4 0
North Long Beach 66.0 41.2 20.0 4 1 0
Long Beach – Route 710 Near Road 65.7 84.6 39.0 12 7 1
CO - 8-Hour CAAQS & NAAQS (9.0 ppm)
No data collected -- -- -- -- -- --
NO2 - 1-Hour CAAQS (0.18 ppm)
Long Beach – Signal Hill 0.075 0.059 0.058 0 0 0
Compton – 700 North Bullis Road 0.072 0.068 0.065 0 0 0 Long Beach – Route 710 Near Road 0.100 0.091 0.095 0 0 0 NO2 - 1-Hour NAAQS (0.10 ppm)
Long Beach – Signal Hill 0.075 0.059 0.058 0 0 0
Compton – 700 North Bullis Road 0.072 0.068 0.064 0 0 0 Long Beach – Route 710 Near Road 0.100 0.092 0.095 0 0 0 SO2 – 24-hour Concentration - CAAQS (0.04 ppm) & NAAQS (0.14 ppm) No data collected -- -- -- -- -- --
Pb - Maximum 30-Day Concentration CAAQS (1500 ng/m3)
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Pollutant and Monitoring Station
Location
Maximum Concentration Days Exceeding Standard
2020 2021 2022 2020 2021 2022
Los Angeles – North Main Street 8.6 * * * * *
Source: CARB 2023b
Notes:
ppm= parts per million
* There was insufficient (or no) data available to determine the value.

2.6 Sensitive Receptors
Some population groups, such as children, the elderly, and acutely and chronically ill persons are considered more sensitive to air pollution than others. Sensitive receptor locations typically include residential areas, hospitals, elder-care facilities, rehabilitation centers, daycare centers, and parks. The Project site is in an urban area surrounded by oilfield operations and commercial development.

Sensitive receptors in proximity to the Facility include healthcare facilities and nursing homes, commercial business, place of worship, and single-family residences. Table 11 summarizes the sensitive receptors in the Project area and distance to the nearest Project components.

Table 11. Sensitive Receptors in Proximity to the Facility.

Direction from Project Site Sensitive Receptor Distance to Nearest Project Component
Northwest K Wellness Holistic Health Spa (701 E. 28th St.) 520 feet Northwest Nagourney Cancer Institute (750 E. 29th St.) 565 feet West Lung and Allergy Health Associates (2790 Atlantic Ave.) 560 feet West Memorial Orthopedic Surgical Group (2760 Atlantic Ave.) 460 feet West Atlantic Memorial Healthcare Center (2750 Atlantic Ave.) 475 feet East Willow Spring Park (2745 Orange Ave.) 860 feet
Southwest Single Family Residences (Lime Ave.) 625 feet South Long Beach Islamic Center (995 E. 27th St) 225 feet South Cal Institute of EMT Training Institute (2669 Myrtle Ave.) 380 feet South Single Family Residences (E. Walton St.) 700 feet Air Quality and Greenhouse Gas Technical Report
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SECTION 3 Regulatory Framework
Federal, state, and local regulations and policies that may apply to the proposed Project emissions are described below.

3.1 Federal

3.1.1 Clean Air Act
The Federal Clean Air Act (CAA), passed in 1970 and last amended in 1990, is the primary federal law that governs air quality. The Federal CAA delegates primary responsibility for clean air to the U.S. EPA.

The U.S. EPA develops rules and regulations to preserve and improve air quality and delegates specific responsibilities to state and local agencies. Under the act, the U.S. EPA has established the NAAQS for six criteria air pollutants that are pervasive in urban environments and for which state and national healthbased ambient air quality standards have been established. Ozone, CO, NO2, SO2, Pb, and PM (Including both PM10, and PM2.5) are the six criteria air pollutants. Ozone is a secondary pollutant, nitrogen oxides (NOX) and volatile organic compounds (VOCs) are of particular interest as they are precursors to ozone formation. In addition, national standards exist for Pb. The NAAQS standards are set at levels that protect public health with a margin of safety and are subject to periodic review and revision.

The Federal CAA requires U.S EPA to designate areas as attainment, nonattainment, or maintenance (previously nonattainment and currently attainment) for each criteria pollutant based on whether the NAAQS have been achieved. The federal standards are summarized above in Table 7.

3.2 State

3.2.1 California Clean Air Act
The California Clean Air Act (CCAA) was adopted by CARB in 1988. The CCAA is responsible for meeting the state requirements of the Federal CAA and for establishing the CAAQS. CARB oversees the functions of local air pollution control districts and air quality management districts, which, in turn, administer air quality activities at the regional and county levels. The CCAA, as amended in 1992, requires all air districts of the state to achieve and maintain the CAAQS by the earliest practical date.

The CCAA requires CARB to designate areas within California as either attainment or nonattainment for each criteria pollutant based on whether the CAAQS have been achieved. Under the CCAA, areas are designated as nonattainment for a pollutant if air quality data shows that a state standard for the pollutant was violated at least once during the previous 3 calendar years. As shown in Table 7, the CAAQS are generally more stringent than the corresponding federal standards and incorporate additional standards for sulfates, hydrogen sulfide, vinyl chloride, and visibility-reducing particles.

Exceedances that are affected by highly irregular or infrequent events are not considered violations of a state standard and are not used as a basis for designating areas as nonattainment.

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3.2.2 California State Implementation Plan
The CAA mandates that the state submit and implement a State Implementation Plan (SIP) for areas not meeting the NAAQS. These plans must include pollution control measures that demonstrate how the standards will be met. State law makes CARB the lead agency for all purposes related to the SIP.

Local air districts and other agencies prepare SIP elements and submit them to CARB for review and approval. CARB then forwards SIP revisions to the U.S. EPA for approval and publication in the Federal Register. The Code of Federal Regulations Title 40, Chapter I, Part 52, Subpart F, Section 52.220 lists all of the items which are included in the California SIP.

3.2.3 Toxic Air Contaminants Regulation
Toxic Air Contaminant (TAC) sources include industrial processes, dry cleaners, gasoline stations, paint and solvent operations, and fossil fuel combustion sources (i.e., Diesel Particulate Matter [DPM]).

In August 1998, CARB identified DPM emissions from diesel-fueled engines as a TAC. In September 2000, CARB approved a comprehensive diesel risk reduction plan to reduce emissions from both new and existing diesel fueled engines and vehicles. The goal of the plan is to reduce diesel PM10 (inhalable particulate matter) emissions and the associated health risk by 75 percent in 2010 and by 85 percent by 2020. The plan identified 14 measures that target new and existing on-road vehicles (e.g., heavy duty trucks and buses, etc.), off-road equipment (e.g., graders, tractors, forklifts, sweepers, and boats), portable equipment (e.g., pumps, etc.), and stationary engines (e.g., stand-by power generators, etc.).

3.2.4 Executive Order S-3-05
On June 1, 2005, Executive Order S-3-05 set the following GHG emission reduction targets: by 2010, reduce GHG emissions to 2000 levels; by 2020, reduce GHG emissions to 1990 levels; and by 2050, reduce GHG emissions to 80 percent below 1990 levels. It calls for the Secretary of CalEPA to be responsible for coordination of state agencies and progress reporting.

3.2.5 Executive Order B-30-15
In April 2015, Governor Edmund Brown issued an Executive Order establishing a statewide GHG reduction goal of 40 percent below 1990 levels by 2030. The emission reduction target acts as an interim goal between the AB 32 goal (i.e., achieve 1990 emission levels by 2020) and Governor Brown’s Executive Order S-03-05 goal of reducing statewide emissions 80 percent below 1990 levels by 2050. In addition, the Executive Order aligns California’s 2030 GHG reduction goal with the European Union’s reduction target (i.e., 40 percent below 1990 levels by 2030) that was adopted in October 2014.

3.2.6 Assembly Bill 32 (AB 32)
In September 2006, the California Global Warming Solutions Act of 2006, also known as AB 32, was signed into law. AB 32 focuses on reducing GHG emissions in California and requires CARB to adopt rules and regulations that would achieve GHG emissions equivalent to statewide levels in 1990 by 2020. CARB initially determined that the total statewide aggregated GHG 1990 emissions level and 2020 emissions limit was 427 MMTCO2e. The 2020 target reduction was estimated to be 174 MMTCO2e.

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To achieve the goal, AB 32 mandates that CARB establish a quantified emissions cap, institute a schedule to meet the cap, implement regulations to reduce statewide GHG emissions from stationary sources, and develop tracking, reporting, and enforcement mechanisms to ensure that reductions are achieved.

The Mandatory Commercial Recycling Measure included in this bill focuses on increased commercial waste diversion as a method to reduce GHG emissions. It is designed to achieve a reduction in GHG emissions of 5 million metric tons of carbon dioxide equivalents. To achieve the measure’s objective, an additional 2 to 3 million tons of materials annually will need to be recycled from the commercial sector by the year 2020 and beyond.

3.2.7 Assembly Bill 341 (AB 341)
The Commercial Recycling Requirements mandate that businesses (including public entities) that generate 4 cubic yards or more of commercial solid waste per week and multi-family residential with five units or more arrange for recycling services. Businesses can take one or any combination of the following in order to reuse, recycle, compost, or otherwise divert solid waste from disposal: self-haul, arrange for collection of source-separated recyclables, or subscribe to a recycling service.

3.2.8 Assembly Bill 1279 (AB 1279)
AB 1279 was passed on September 16, 2022 and declares the State would achieve net zero GHG emissions as soon as possible, but no later than 2045. In addition, achieve and maintain net negative GHG emissions and ensure that statewide anthropogenic GHG emissions are reduced to at least 85% below the 1990 levels by 2045. The bill would require updates to the scoping plan (once every five years) to implement various policies and strategies that enable carbon dioxide removal solutions and carbon capture, utilization, and storage technologies.

3.2.9 Assembly Bill 1826 (AB 1826)
This measure requires businesses that generate 8 cubic yards or more of organic waste to start recycling it by April 2016, and also requires that local jurisdictions implement an organic waste recycling program to receive organic waste from businesses and multi-family developments. This measure includes a scaled approach that increases the organic waste recycling requirements for businesses in 2017, 2019, and 2020. This bill is intended to achieve the GHG reduction goals of AB 32.

3.2.10 Senate Bill 32 (SB 32)
Senate Bill (SB) 32, signed September 8, 2016, updates AB 32 to include an emissions reduction goal for the year 2030. Specifically, SB 32 requires the state board to ensure that statewide GHG emissions are reduced to 40 percent below the 1990 level by 2030. The new plan, outlined in SB 32, involves increasing renewable energy use, imposing tighter limits on the carbon content of gasoline and diesel fuel, putting more electric cars on the road, improving energy efficiency, and curbing emissions from key industries.

3.2.11 Senate Bill 375 (SB 375)
Acknowledging the relationship between land use planning and transportation sector GHG emissions, Senate Bill (SB) 375 was passed by the State Assembly on August 25, 2008, and signed by the Governor Air Quality and Greenhouse Gas Technical Report
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on September 30, 2008. This legislation links regional planning for housing and transportation with the GHG reduction goals outlined in AB 32. Reductions in GHG emissions would be achieved by, for example, locating employment opportunities close to transit.

Under SB 375, each Metropolitan Planning Organization (MPO) would be required to adopt a Sustainable Community Strategy (SCS) to encourage compact development that reduce passenger VMT and trips so that the region will meet a target, created by CARB, for reducing GHG emissions. If the SCS is unable to achieve the regional GHG emissions reduction targets, then the MPO is required to prepare an alternative planning strategy that shows how the GHG emissions reduction target could be achieved through alternative development patterns, infrastructure, and/or transportation measure.

3.2.12 Southern California Association of Governments
To implement SB 375 and reduce GHG emissions by correlating land use and transportation planning, the Southern California Association of Governments (SCAG) adopted the 2020–2045 Regional Transportation Plan/Sustainable Communities Strategy (2020–2045 RTP/SCS) on September 3 ,2020. The 2020–2045 RTP/SCS reaffirms the land use policies that were incorporated into the 2016–2040 RTP/SCS.

The 2020-2045 RTP/SCS describes how the region can attain the GHG emission-reduction targets set by CARB by achieving a 19 percent reduction by 2035 compared to the 2005 level on a per capita basis.

Compliance with and implementation of 2020 RTP/SCS policies and strategies would have co-benefits of reducing per capita criteria air pollutant emissions associated with reduced per capita VMT.

3.2.13 Climate Change Scoping Plan
In 2008, CARB approved the original Climate Change Scoping Plan as required by AB 32. Subsequently, CARB approved updates to the Climate Change Scoping Plan in 2014 (First Update) and 2017 (2017 Update), with the 2017 Update considering SB 32 (adopted in 2016) in addition to AB 32. In December 2022, CARB approved the final version of California’s 2022 Climate Change Scoping Plan (2022 Scoping Plan Update), which outlines the proposed framework of action for achieving California’s new AB 1279 2045 GHG target: an 85 percent reduction in GHG emissions by 2045 relative to 1990 levels. The original Climate Change Scoping Plan proposed a “comprehensive set of actions designed to reduce overall carbon GHG emissions in California, improve our environment, reduce our dependence on oil, diversify our energy sources, save energy, create new jobs, and enhance public health. The original Climate Change Scoping Plan identified a range of GHG reduction actions that included direct regulations, alternative compliance mechanisms, monetary and non-monetary incentives, voluntary actions, marketbased mechanisms, such as a cap-and-trade system, and an AB 32 implementation fee to fund the program. The 2022 Scoping Plan Update focuses on strategies for reducing California’s dependency on petroleum to provide customers with clean energy options that address climate change and support clean sector jobs. SB 350 and other regulations are expected to decarbonize the electricity sector over time.

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3.3 Regional

3.3.1 South Coast Air Quality Management District (SCAQMD) The SCAQMD has jurisdiction over the SCAB and also regulates the Riverside County portion of the Salton Sea Air Basin and Mojave Desert Air Basin.

The 1977 Lewis Air Quality Management Act merged four air pollution control districts to create the SCAQMD to coordinate air quality planning efforts throughout southern California. It is responsible for monitoring air quality, as well as planning, implementing, and enforcing programs designed to attain and maintain State and federal ambient air quality standards. Programs include air quality rules and regulations that regulate stationary sources, area sources, point sources, and certain mobile source emissions. The SCAQMD is also responsible for establishing stationary source permitting requirements and for ensuring that new, modified, or relocated stationary sources do not create net emission increases.

All areas designated as non-attainment under the CCAA are required to prepare plans showing how they will meet the air quality standards. The SCAQMD prepares the Air Quality Management Plan (AQMP) to address CAA and CCAA requirements by identifying policies and control measures. The SCAG assists by preparing the transportation portion of the AQMP. On December 2, the SCAQMD adopted its 2022 AQMP (SCAQMP), which is now the legally enforceable plan for meeting the 24-hour PM2.5 strategy standard.

In addition to criteria pollutants, the SCAQMD also regulates air toxics. A cornerstone of its work was the development of the Multiple Air Toxics Exposure Study (MATES-V). The monitoring program measured a broad list of air pollutants, including both gases and particulates, and estimated the risk of cancer from breathing toxic air pollution throughout the region (SCAQMD 2021).

In its role as the local air quality regulatory agency, the SCAQMD also provides guidance on how environmental analyses should be prepared. This includes recommended thresholds of significance for evaluating air quality impacts. To determine whether air quality impacts from the proposed Program or Alternatives may be significant, impacts will be evaluated and compared to the criteria in Table 12. If impacts equal or exceed any of the criteria in Table 12, they are considered significant.

Table 12. SCAQMD Air Quality Mass Daily Significance Thresholds Pollutant Mass Daily Thresholds
(Construction)
Mass Daily Thresholds
(Operation)
NOX 100 lbs/day 55 lbs/day
VOC 75 lbs/day 55 lbs/day
PM10 150 lbs/day 150 lbs/day
PM2.5 55 lbs/day 55 lbs/day
SOX 150 lbs/day 150 lbs/day
CO 550 lbs/day 550 lbs/day
Lead 3 lbs/day 3 lbs/day
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Pollutant Mass Daily Thresholds
(Construction)
Mass Daily Thresholds
(Operation)
TACs (including carcinogens and noncarcinogens)Maximum Incremental Cancer Risk ≥ 10 in 1 million Cancer Burden > 0.5 excess cancer cases (in areas ≥ 1 in 1 million) Chronic and Acute Hazard Index ≥ 1.0 (project increment) Odor Project creates an odor or nuisance pursuant to SCAQMD Rule 402 Source: SCAQMD 2019.
lbs/day = pounds per day
SCAQMD is currently in the process of developing an "Air Quality Analysis Guidance Handbook" (Handbook) to replace the SCAQMD CEQA Handbook. Until the Air Quality Analysis Guidance Handbook becomes available, the SCAQMD provides supplemental information to assist in air quality analysis.

Specifically, the SCAQMD provides Localized Significance Thresholds (LSTs) for projects that are five acres or less. To provide a conservative assessment, the Project site is considered a 2-acre site located 100 meters (328.08 feet) from a sensitive receptor for the purpose of comparing to the relevant LSTs.

The Project is located in SRA 4 (South Coastal LA County). Accordingly, the emissions thresholds for SRA 4 for receptors located 100 meters from individual project sites as summarized in Table 13, are used to determine whether air quality impacts from the proposed Project within the SCAQMD may be significant.

Table 13. Emission Localized Significance Thresholds for Construction and Operation (2-Acre Project Site, 100 Meters from Sensitive Receptor)
Pollutant
Localized Significance Thresholds
Construction Operation
NOx 87 lbs/day 87 lbs/day
CO 1,611 lbs/day 1,611 lbs/day
PM10 37 lbs/day 9 lbs/day
PM2.5 13 lbs/day 4 lbs/day
Source: SCAQMD 2008.

3.3.1.1 SCAQMD Rules
The SCAQMD has established various rules to manage air quality in the SCAB. The following rules are applicable to the proposed Project:
− Rule 401 (Visible Emissions) applies to visible emissions for more than three (3) minutes within any given hour from either stationary sources or mobile sources. − Rule 402 (Nuisance) states that a person should not emit air contaminants or other material which cause injury, detriment, nuisance, or annoyance to any considerable number of persons or to the public, or which endanger the comfort, repose, health, or safety of any such persons or the public, or which cause, or have a natural tendency to cause, injury or damage to business or property.

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− Rule 403 (Fugitive Dust) controls fugitive dust through various requirements including, but not limited to, applying water in sufficient quantities to prevent the generation of visible dust plumes, applying soil binders to uncovered areas, reestablishing ground cover as quickly as possible, utilizing a wheel washing system to remove bulk material from tires and vehicle undercarriages before vehicles exit the project site, and maintaining effective cover over exposed areas.
− Rules 404 and 405 (Particulate Matter- Concentration and weight) limits the particulate matter that can be discharged into the atmosphere. These rules are applicable to the operation of the Transfer Station.
− Rule 407 (Liquid and Gaseous Air Contaminants) limits the amount of CO and sulfur compounds such as sulfur dioxide (SO2) that can be discharged into the atmosphere. This rule will apply to Project operations.
− Rule 409 (Combustion Contaminants) limits the amount of CO2 that can be discharged into the atmosphere. This rule applies to Project operations.
− Rule 410 (Odors from Transfer Stations and Material Recovery Facilities) establishes odor management practices and requirements so as to reduce odors from transfer stations and material recovery facilities.
− Rule 473 (Disposal of Solid and Liquid Wastes) requires that the burning of waste only be incinerated in devices approved by an Air Pollution Control Officer. − Rule 1193 (Clean On-Road Residential and Commercial Refuse Collection) requires public and private solid waste collection fleet operators to acquire alternative-fuel refuse collection heavyduty vehicles (gross vehicle weight of 14,000 pounds or more) when procuring or leasing these vehicles for use by or for governmental agencies in the SCAQMD to reduce air toxic and criteria pollutant emissions. EDCO has indicated that their entire fleet of collection vehicles is fueled by RNG and thus meets the requirements of this rule.

3.3.2 Southern California Association of Governments – 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy
The SCAG is the designated metropolitan planning organization for Los Angeles, Ventura, Orange, San Bernardino, Riverside, and Imperial Counties. CEQA requires that regional agencies like SCAG review projects and plans throughout its jurisdiction. SCAG, as the region’s “Clearinghouse,” collects information on projects of varying size and scope to provide a central point to monitor regional activity.

SCAG has the responsibility of reviewing dozens of projects, plans, and programs every month. Projects and plans that are regionally significant must demonstrate to SCAG their consistency with a range of adopted regional plans and policies.

On September 3, 2020, SCAG adopted the 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) (SCAG 2020). The RTP/SCS or “Connect SoCal” includes a strong commitment to reduce emissions from transportation sources to comply with Senate Bill 375, improve public health, and meet the NAAQS as set forth by the federal CAA.

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SECTION 4 Environmental Impacts

4.1 Methodology
This impacts analysis evaluates the potential for the Project (described in Section 1.2) to impact the air quality resource within the Project area and GHGs. The Project would not require modification or expansion of the Facility, thus impacts are limited to additional vehicle trips and increase in operational activity at the Project site.

Project-related emissions were estimated using the latest version of California Emissions Estimator Model (CalEEMod), version 2022.1. CalEEMod is a statewide land use emissions computer model designed to provide a uniform platform for government agencies, land use planners, and environmental professionals to quantify potential criteria pollutant and GHG emissions associated with both construction and operation of a variety of land use projects. The model utilizes widely accepted federal and state models for emission estimates and default data from sources such as U.S. EPA AP-42 emission factors, CARB vehicle emission models, and studies from California agencies such as the California Energy Commission (CEC). CalEEMod inputs for Project activities consist of the data provided for VMT and off-road equipment as detailed in Table 5 and Table 6 above. The analysis of long-term operational impacts also used the CalEEMod computer model for mobile and off-road source emissions associated with the expanded operations as detailed in Section 1.2.1 and Section 1.2.3. As noted in Section 1.2.1, EDCO has converted the entire fleet of collection trucks to RNG powered vehicles. Accordingly, exhaust emission factors for the collection vehicle trips were adjusted in the CalEEMod model based on emission factors from the CARB emission factor model EMFAC2021 specific for natural gas-powered solid waste collection vehicles (SWCV) as specified for category “T7 SWCV Class 8.” With respect to net GHG emissions associated with RNG, this analysis also relies on GHG emission factors that are obtained from the California Climate Investments Emission Factor Database (CARB 2023c).

For the evaluation of health risks associated with the Project, the analysis below relies upon the results of the Health Risk Assessment conducted for the Facility as included in the 2009 EDCO Recycling and Transfer Facility Final Environmental Impact Report (FEIR) (State Clearinghouse SCH # 2008081009). The Health Risk Assessment conducted in 2009 included emissions associated with off-road equipment and on-road mobile sources. The primary toxic pollutant considered in the analysis was DPM. Note that offsite emissions released from transport trucks along the highways and roadways were determined to result in less than significant air quality and health impacts since they would be distributed and diluted over a relatively wide area (100 square miles, or greater). Accordingly, on-site emissions localized to the Project site were considered in the analysis of health impacts on nearby sensitive receptors. Operational on-site emissions analyzed included mobile and idling emissions associated with 340 collection trucks, 600 self-haul vehicles, 136 transfer trucks, 50 employee vehicles traveling to and from the Facility, as well as emissions associated with off-road diesel equipment during truck unloading. The health risk assessment assumed that DPM emissions would remain the same for the next 70 years with residential cancer risk assuming a lifetime of exposure (i.e., 24-hours per day, 7 days per week over 70 years) and worker cancer risk assuming 40 years of exposure (i.e., 8 hours per day for 50 weeks per year). However, in reality DPM emissions associated with Project operations have significantly decreased with the Air Quality and Greenhouse Gas Technical Report
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transition of the entire collection truck fleet to renewable natural gas vehicles. The conservative results of the Health Risk Assessment for operations handling up to 1,500 tpd of refuse indicated that the maximum cancer risk at the nearest residential sensitive receptor (625 feet southwest of the Facility) would be between 0.5 to less than 0.01 cancer per one million depending on the location. The maximum cancer risk at the nearest business location (150 feet west of the Facility) was estimated to be 0.1 cancers per one million.

4.2 Thresholds of Significance

4.2.1 Air Quality Significance Thresholds
In accordance with Appendix G to the state CEQA Guidelines, the proposed project would have a significant impact on air quality if it would result in:
a. Conflict with or obstruct implementation of the applicable air quality plan. b. Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is in non-attainment under an applicable Federal or State ambient air quality standard.
c. Expose sensitive receptors to substantial pollutant concentrations. d. Result in other emissions (such as those leading to odors) adversely affecting a substantial number of people.

SCAQMD also provides Air Quality Significance Thresholds (SCAQMD 2019) to assess the impact of Project-related air pollution emissions. Table 12 presented in Section 3.3.1 above details these significance thresholds. A project with daily emission rates below these thresholds is considered to have a less than significant impact on regional air quality and to not make a considerable contribution to a cumulative impact.

In addition, as detailed in Section 3.3.1, the SCAQMD provides Localized Significance Thresholds (LSTs) for projects that are five acres or less. To provide a conservative assessment, a 2-acre Project site located 100 meters (328.08 feet) from sensitive receptors is assumed for the purpose of comparing to the relevant LSTs. The Project is located in SRA 4. Accordingly, the emissions thresholds for SRA 4 for receptors located 100 meters from the Project site as summarized in Table 12 presented in Section 3.3.1 above, are used to determine whether air quality impacts from the proposed Project within the SCAQMD may be significant.

4.2.2 GHG Significance Thresholds
Based on CEQA Guidelines Section 15064.4 and 15064.7(c), as well as Appendix G, a project would result in significant GHG emissions impacts on the environment if it would:
a. Generate GHG emissions, either directly or indirectly, that may have a significant impact on the environment; or
b. Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases.

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The SCAQMD has not adopted GHG thresholds of significance for CEQA. Per CEQA Guidelines Section 15064(h)(3), a project’s incremental contribution to a cumulative impact can be found not cumulatively considerable if the project will comply with an approved plan or mitigation program that provides specific requirements that will avoid or substantially lessen the cumulative problem within the geographic area of the project. To qualify, such a plan or program must be specified in law or adopted by the public agency with jurisdiction over the affected resources through a public review process to implement, interpret, or make specific the law enforced or administered by the public agency. Examples of such programs include a “water quality control plan, air quality attainment or maintenance plan, integrated waste management plan, habitat conservation plan, natural community conservation plans [and] plans or regulations for the reduction of greenhouse gas emissions.” Put another way, CEQA Guidelines Section 15064(h)(3) allows a lead agency to make a finding of less than significance for GHG emissions if a project complies with regulatory programs to reduce GHG emissions.

Even in the absence of clearly defined thresholds for GHG emissions, the CEQA Guidelines Section 15064.4 provides guidance to lead agencies for determining the significance of impacts from GHG emissions. Section 15064.4(a) provides that a lead agency should make a good-faith effort based, to the extent possible, on scientific and factual data to describe, calculate, or estimate the amount of GHG emissions resulting from a project. Section 15064.4(a) further provides that a lead agency shall have the discretion to determine, in the context of a particular project, whether: (1) to use a model or methodology to quantify GHG emissions resulting from a project and which model methodology to use and/or (2) to rely on qualitative analysis or performance-based standards. Pursuant to the State CEQA Guidelines Section 15064.4(a), the analysis presented herein uses a model or methodology to quantify GHG emissions resulting from the Project. The analysis contained herein provides a good-faith effort to describe, calculate, and estimate GHG emissions resulting from the Project.

Although the Project’s GHG emissions have been quantified, neither CARB, SCAQMD, SCAG, nor the City of Signal Hill has adopted quantitative significance thresholds for assessing impacts related to GHG emissions applicable to the proposed Project. While no thresholds have been adopted, the SCAQMD has been evaluating GHG significance thresholds since April 2008. Most recently, in September 2010, SCAQMD proposed a tiered efficiency target approach to evaluate potential GHG impacts from various uses. This tiered approach allowed for flexibility when analyzing GHG emissions based on project size, land use type, or other characteristics. The various tiers include: (1) potential CEQA exemptions for certain projects; (2) compliance with a qualified GHG reduction strategy; (3) comparison with separate screening level thresholds for industrial (10,000 MTCO2e/year), commercial (1,400 MTCO2e/year), residential (3,500 MTCO2e/year), and mixed-use (3,000 MTCO2e/year) projects or comparison against a single numerical screening threshold of 3,000 MTCO2e/year for all non-industrial projects; (4) consistency with compliance options, including a performance-based reduction analysis (i.e., compare with a Business-As-Usual level), compliance with AB 32, and/or comparison with efficiency‐based thresholds (i.e., quantitative thresholds that are based on a per capita efficiency metric; 4.8 MTCO2e/service population/year for project level analysis and 6.6 MTCO2e/service population/year for plan level analysis); and/or (5) implement offsite mitigation to reduce GHG emission impacts to a lessthan-significant level. The draft GHG guidance is included as part of the periodic updates to SCAQMD’s Air Quality Handbook; however, the SCAQMD draft interim guidance was never officially adopted.

Additionally, the efficiency targets proposed under SCAQMD’s Tier 4 threshold are no longer applicable as they were specific to outdated AB 32 goals and do not consider the recently adopted 2030 GHG Air Quality and Greenhouse Gas Technical Report
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reduction targets contained in SB 32 and EO B-30-15. Instead, the 2022 Climate Change Scoping Plan was recently approved by CARB in December 2022, and sets the state on a course to reduce GHG emissions an additional 85 percent below 1990 levels by 2045 under AB 1279 (CARB 2022). Under the previous 2017 Climate Scoping Plan, the CARB recommended statewide efficiency targets of no more than 6.0 MTCO2e/service population/year by 2030 and no more than 2.0 MTCO2e/service population/year by 2050 (CARB 2017b); however, it is important to note that these efficiency targets were intended to apply to sum of all sectors and are not appropriate for evaluating GHG emissions specific to the land use sector, such as the proposed Project. To date, the CARB, SCAQMD, and the City have not adopted new efficiency targets established consistent with AB 1279 for the 2045 target year; however, various other organizations have published technical guidance evaluating potential 2030 efficiency metrics. For instance, in October 2016, the Association of Environmental Professionals (AEP) published The Final White Paper Beyond 2020 and Newhall: A Field Guide to New CEQA Greenhouse Gas Thresholds and Climate Action Plan Targets for California (2016). AEP’s technical guidance presents data and calculations for a potential adjusted statewide 1990 land use sector emissions inventory and new metric for 2030 of 2.7 MTCO2e/service population/year for the land use sector.

In addition to evaluation of a projects impacts against a quantifiable significant threshold, per CEQA Guidelines Section 15064(h)(3), a project’s incremental contribution to a cumulative impact can also be found not cumulatively considerable if the project would comply with an approved plan or mitigation program that provides specific requirements that will avoid or substantially lessen the cumulative problem within the geographic area of the project. To qualify, such a plan or program must be specified in law or adopted by the public agency with jurisdiction over the affected resources through a public review process to implement, interpret, or make specific the law enforced or administered by the public agency. Examples of such programs include a “water quality control plan, air quality attainment or maintenance plan, integrated waste management plan, habitat conservation plan, natural community conservation plan, [and] plans or regulations for the reduction of greenhouse gas emissions.” Thus, CEQA Guidelines Section 15064(h)(3) allows a lead agency to make a finding of non-significance for GHG emissions if a project complies with programs and/or other regulatory schemes to reduce GHG emissions.

In light of this shifting regulatory environment and available threshold concepts recommended by expert agencies, for the purposes of this CEQA analysis, a project’s contribution to cumulative impacts to global climate change would be considered significant if the proposed project would:
• Generate net new GHG emissions exceeding the numeric threshold of 10,000 MTCO2e/year for industrial projects; or
• Conflict with (and thereby be inconsistent with) the applicable regulatory plans and policies to reduce GHG emissions, which include the emissions reduction measures included within the Green Building Code, SCAG’s 2016-2040 RTP/SCS; AB/SB 32, AB 1279, and SB 375; the OPR and Climate Action Team recommendations; and CARB’s Climate Change Scoping Plan.

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4.3 Project Impacts and Mitigation Measures

4.3.1 Air Quality
Impact a. Would the project conflict with or obstruct implementation of the applicable air quality plan?
Under this criterion, the SCAQMD recommends demonstration that a project would not directly obstruct implementation of an applicable air quality plan and that a project be consistent with the assumptions (typically land-use related, such as resultant employment) upon which the air quality plan is based. As demonstrated for Impact Criteria (b) below, the proposed Project’s long-term (operational) emissions will be below levels that the SCAQMD considers to be a significant impact. As such, the Project would not result in an increase in the frequency or severity of existing air quality violations or cause or contribute to new violations or delay timely attainment of air quality standards.

Conformance with the SCAQMP for development projects is determined by demonstrating compliance with local land use plans and/or population projections, meeting the land use designation set forth in the local General Plan, and comparing assumed emissions in the AQMP to proposed emissions. Although the Project does not propose changes to the existing land use, operations will remain consistent with the General Industrial land use as designated in the City of Signal Hill Land Use Element. Further, while the proposed Project would require up to approximately 50 additional workers per day, these jobs would be expected to be filled from the local labor market. Thus, it is not anticipated that a substantial number of workers would move to the region to work at the Facility. Accordingly, the Project will not significantly affect any regional population, housing, and employment projections prepared for the region. Projects that are consistent with the projections of employment and population forecasts identified in the RTP/SCS prepared by SCAG are considered consistent with the SCAQMD’s AQMP growth projections, since the RTP/SCS forms the basis of the land use and transportation control portions of the SCAQMP. According to the SCAQMP, the SCAB had a population of 16.7 million in 2018 and is projected to have a population of 17.2 million by the year 2027 (these numbers are derived from the 2020-2045 RTP/SCS prepared by SCAG). According to the Growth Forecast Technical Report prepared by SCAG for the 2020-2045 RTP/SCS, the City of Signal Hill is projected to increase employment by 800 employees from 2020 through 2035. The number of employees that will be added is well within SCAG’s growth forecast for the City of Signal Hill.

The proposed Project would also comply with CARB requirements to minimize emissions from on-road and off-road diesel equipment as set forth in CCR Title 13, Sections 2485 and 2449. Pursuant to SCAQMD Rule 403, the Project would be required to comply with regulations for controlling fugitive dust. As noted in Section 1.2.3, the entire fleet of collection vehicles is comprised of RNG powered trucks, thus in ahead of the implementation schedule specified by SCAQMD Rule 1193 which requires operators to acquire alternative-fuel refuse collection heavy-duty vehicles.

Thus, the proposed Project will not conflict with the regional growth forecast and distribution in the SCAQMP. Because the proposed Project complies with local land use plans and growth projections and would not exceed SCAQMD’s regional mass daily emissions thresholds, the proposed Project would not conflict with or obstruct implementation of the applicable air quality plan. Impacts would be less than significant.

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Mitigation Measure(s)
None Required
Impact b. Would the project result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment under an applicable federal or state ambient air quality standard?
As shown in Table 8, the criteria pollutants for which the project area is in state nonattainment under applicable air quality standards are O3, PM10, and PM2.5. The SCAQMD’s application of thresholds of significance for criteria air pollutants is relevant to the determination of whether a project’s individual emissions would have a cumulatively significant impact on air quality. Expanded operations at the Facility would result in the long-term increase in criteria pollutant emissions from engine exhaust during on-road vehicle and truck trips and off-road equipment operations. As noted in Section 1.2.2, with the exception of the additional off-road equipment use, handling and processing of the additional 1,000 tpd would not substantially increase energy or water consumption at the Facility, nor would other area source emissions (e.g., consumer product use and architectural coating application) change from existing conditions. Table 14 summarizes the estimated unmitigated maximum daily emissions during operations. For the purpose of comparing Project-related emissions to the SCAQMD LST, mobile-source emissions were excluded (i.e., only emissions generated at the Facility are compared to the LST as mobile-source emissions associated with vehicle travel to/from the Facility would be more broadly dispersed throughout the region and would not represent a localized risk to sensitive receptors near the Facility).

Table 14. Unmitigated Maximum Daily Project Operations-Generated Emissions P
o
l
l
u
t
a
n
t
Total Project Emissions
(lbs/day)
SCAQMD Threshold
(lbs/day)
Onsite Localized Project
Emissions
(lbs/day)1
SCAQMD LST Threshold
(lb/day)
E
x
c
e
e
d
T
h
r
e
s
h
o
l
d
s
?
R
O
G

1.97 75 0.08 -- N
o
N
O
X

20.19 100 0.77 87
N
o
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C
O

29.55 550 0.50 1,611
N
o
S
O
2 0.21 150 0.002 --
N
o
P
M
1 0

10.31 150 0.03 9
N
o
P
M
2 .
5 2.87 55 0.02 4
N
o
Source: CalEEMod Results in Attachment A
Note that emissions are representative of the maximum daily output (i.e., maximum of summer or winter results). 1 For the purpose of comparing to the LST, mobile-source emissions (i.e., emissions associated with vehicle travel to/from the Facility which are reflective of emissions that are widely dispersed throughout the City and not reflective of localized emissions).

As summarized in Table 14, unmitigated operations-related ROG, NOX, SOX, CO, PM10, and PM2.5 would be below the SCAQMD significance thresholds. Although the Project emissions would not exceed the SCAQMD thresholds, on-road vehicles and off-road equipment must comply with the anti-idling requirements set forth in CCR Title 13, Sections 2485 and 2449 and SCAQMD Rule 403 regulations for controlling fugitive dust which would further reduce impacts associated with fugitive dust emissions.

The SCAQMD White Paper on Potential Control Strategies to Address Cumulative Impacts (2003) addresses cumulative impacts of air pollution and notes that projects that do not exceed the projectspecific thresholds are generally not considered to be cumulatively significant. Specifically, the SCAQMD cumulative significance thresholds are the same as project-specific significance thresholds. Therefore, potential adverse impacts associated with the proposed Project would not be “cumulatively considerable” as defined by CEQA Guidelines Section 15064(h)(1) for air quality impacts. The court upheld the SCAQMD’s approach to utilizing the established significance thresholds to determine whether the impacts of a project would be cumulatively considerable in Rialto Citizens for Responsible Growth v. City of Rialto (2012) Cal. App. 4th 899. Thus, it may be concluded that expanded operation at the Facility would not significantly contribute to an existing violation of air quality standards for regional pollutants (e.g., ozone) and will not contribute to a significant and unavoidable cumulative air quality impact. In terms of local air quality, the Project activities would not produce significant emissions exceeding the SCAQMD’s LSTs for NOX, CO, PM10, or PM2.5. Therefore, the Project’s potential to result in a cumulatively considerable net increase of any criteria pollutant during operations is considered less than significant.

Mitigation Measure(s)
None Required
Impact c. Would the project expose sensitive receptors to substantial pollutant concentrations? Land uses that are generally considered more sensitive to air pollution than others are as follows:
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retirement/convalescent homes. As summarized in Table 11 above, several sensitive receptors surround the Project site.

Project operations would result in long-term project-generated emissions of DPM, ROG, NOX, CO, and PM10 from the exhaust of off-road, heavy-duty diesel equipment and operations-related vehicle traffic.

As discussed above, SCAQMD has developed LST look-up tables for project sites that are one, two, and five acres in size to simplify evaluation of localized emissions at small sites. LSTs are provided for each source receptor area and various distances from the source of emissions and represent the maximum emissions from a project that are not expected to cause or contribute to an exceedance of the most stringent applicable federal or State ambient air quality standards in the affected area. As discussed for Impact Criteria (b) above, operational emissions were calculated with SCAQMD’s CalEEMod model. The predicted emissions associated with the Project are presented in Table 14 above. As shown in Table 14, operation activities would not exceed the SCAQMD’s LST for the specified pollutants for receptors that are within 100 meters of the Facility. Therefore, based on SCAQMD guidance, localized emissions of criteria pollutants would not have the potential to expose sensitive receptors to substantial concentrations that would present a public health concern.

The primary TAC that would be generated by on-road and off-road activities is DPM which would be released from the exhaust stacks of off-road equipment and diesel transfer trucks. According to SCAQMD methodology, health risks from carcinogenic air toxics are usually described in terms of individual cancer risk. “Individual Cancer Risk” is the likelihood that a person exposed to concentrations of TACs over a 30-year period will contract cancer based on the use of standard risk-assessment methodology. As summarized in Section 4.1, a Health Risk Assessment was conducted for the Facility as part of the 2009 EDCO Recycling and Transfer Facility Final Environmental Impact Report (FEIR) (State Clearinghouse SCH # 2008081009). The Health Risk Assessment conducted in 2009 included emissions associated with off-road equipment and on-road mobile sources. The primary toxic pollutant considered in the analysis was DPM. Note that for the purposes of the Health Risk Assessment, off-site emissions released from transport trucks along the highways and roadways were determined to result in less than significant air quality and health impacts since they would be distributed and diluted over a relatively wide area (100 square miles, or greater). Accordingly, on-site emissions localized to the Project site were considered in the analysis of health impacts on nearby sensitive receptors. Operational on-site emissions analyzed included mobile and idling emissions associated with 340 collection trucks, 600 self-haul vehicles, 136 transfer trucks, 50 employee vehicles traveling to and from the Facility, as well as emissions associated with off-road diesel equipment during truck unloading. The Health Risk Assessment assumed that DPM emissions would remain the same for the next 70 years with residential cancer risk assuming a lifetime of exposure (i.e., 24-hours per day, 7 days per week over 70 years) and worker cancer risk assuming 40 years of exposure (i.e., 8 hours per day for 50 weeks per year). However, in reality DPM emissions associated with Project operations have significantly decreased with the transition of the entire collection truck fleet to renewable natural gas vehicles. The conservative results of the Health Risk Assessment for operations handling up to 1,500 tpd of refuse indicated that the maximum cancer risk at the nearest sensitive receptor (500 feet south of the Facility) would be between

0.5 to less than 0.01 cancer per one million depending on the location. The maximum cancer risk at the nearest business location (150 feet west of the Facility) was estimated to be 0.1 cancers per one million.

These results are below the SCAQMD thresholds of cancer risks of less than 10 cancers per one million or 0.5 excess cancer cases (in areas ≥ 1 in 1 million). The proposed expanded operations at the Facility Air Quality and Greenhouse Gas Technical Report
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would result in less truck trips and off-road equipment activity as was considered in the 2009 Health Risk Assessment. Further, the entire fleet of collection trucks has since been replaced with RNG powered vehicles. Thus, the health risks associated with the proposed Project would be less than was modeled in the original Health Risk Assessment for the Facility. Compliance with CARB Heavy-Duty On-Road and OffRoad Vehicle Regulations that limit idling to no more than five minutes would further reduce nearby sensitive receptors’ exposure to temporary and variable DPM emissions.

As noted in Section 1.1, the Facility is designated as a PHHWCF. The handling and transport of hazardous waste collected by the Facility is regulated by CCR Title 22, Division 4.5, Environmental Health Standards for the Management of Hazardous Waste, as well as other State and federal regulations. Required compliance with hazardous waste handling, transport, and disposal regulations would ensure sensitive receptors are not exposed to substantial concentrations TACs resulting from continued operation of the PHHWCF at the Facility.

Long-term operations of the Project would generate additional traffic that produces off-site emissions, potentially contributing to localized concentrations of “CO hotspots.” Specifically, vehicle exhaust is the primary source of CO. In an urban setting, the highest CO concentrations are generally found within close proximity to congested intersections. A “CO hotspot” is a localized concentration of CO that is above the State or national one-hour or eight-hour CO ambient air standards. Projects may worsen air quality if they increase the percentage of vehicles in cold start modes by two percent or more; significantly increase traffic volumes (by five percent or more) over existing volumes; or worsen traffic flow, defined for signalized intersections as increasing average delay at intersections operating at Level of Service (LOS) E or F or causing an intersection that would operate at LOS D or better without the project, to operate at LOS E or F. While the Project would generate additional traffic on the local roadways, the traffic study completed for the project demonstrates that the net increase of vehicle trips to the existing traffic volumes on the local roadways would be relatively small and would not increase average delay at intersections operating at LOS E or F and would not contribute to a decrease of LOS along circulation routes. Accordingly, Project-related vehicle trips are not expected to result in exceedances of CO air quality standards at roadways in the area due to three key factors. First, CO hotspots are extremely rare and only occur in the presence of unusual atmospheric conditions and extremely cold conditions, neither of which applies to this Project area. Second, auto-related emissions of CO continue to decline because of advances in fuel combustion technology in the vehicle fleet. Finally, the traffic study conducted for the Project demonstrates that the Project would not substantially worsen conditions on local roads.

In summary, the Project would not contribute to an increase in health risk associated with TACs, including DPM and would not contribute to localized “CO hotspots.” Compliance with CCR Title 22, Division 4.5, Environmental Health Standards for the Management of Hazardous Waste, as well as the anti-idling requirements set forth in CCR Title 13, Sections 2485 and 2449, would further ensure sensitive receptors are not exposed to substantial pollutant concentrations. Therefore, the Project’s operational air quality impacts on local sensitive receptors would be less than significant.

Mitigation Measure(s)
None Required
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Environmental Impacts | 4-10
Impact d. Would the project result in other emissions (such as those leading to odors) adversely affecting a substantial number of people?
The handling of refuse, greenwaste and recyclable material has the potential to release odors. These materials are processed inside the Facility buildings. These buildings are equipped with a misting system that spray water and odor neutralizers to mitigate dust and odors. The building ventilation system also includes roof mounted exhaust fans equipped with filters to retain dust. Implementation of the proposed Project would not result in new sources of odors or substantial changes to the intensity of existing odors at the Facility. Further, waste arriving at the EDCO Station is required by law to be covered or transported in enclosed vehicles. Waste is unloaded inside the enclosed processing structure.

Since all the processes would occur inside an enclosed building, uncontrolled odors could not migrate off-site. The fans and misting system effectively treat odors and dust prior to discharge into the atmosphere. As noted previously, the Facility is subject to SCAQMD permit requirements and specifically the prohibitory Rule 410 which establishes odor management practices and requirements to reduce odors from transfer stations and MRFs. Further, nonrecyclable solid waste is compacted and transported off-site to the final disposal facility (e.g., landfill) within 48 hours, in accordance with State regulations for solid waste handling (CCR Title 14, Division 7, Chapter 3, Minimum Standards for Solid Waste Handling and Disposal) minimizing odors from the decomposition of organic matter during transport and at the Facility. Therefore, the Project would not result in other emissions (such as those leading to odors) adversely affecting a substantial number of people, and the impact would be less than significant.

Mitigation Measure(s)
None Required

4.3.2 Greenhouse Gas
Impact a. Would the project generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment?
The increase in mobile source and off-road equipment emission associated with the Project would generate GHG emissions over the life of the Project. Project-related GHG emissions were estimated using SCAQMD’s CalEEMod 2022.1 model (refer to Attachment A). As presented in Section 1.2, longterm operational sources of GHG include mobile source emissions associated with the additional worker vehicle trips, collection truck trips, and transfer truck trips. The additional usage of off-road equipment (i.e., loaders) onsite would also generate GHG emissions. Other typical sources of GHGs such landscape maintenance equipment, use of consumer products, and other everyday sources, energy source emissions emitted as a result of activities in buildings when electricity and natural gas are used as energy sources, and emissions related to solid waste, water usage, and wastewater generation were assumed to not change from existing conditions and thus were excluded from the model. Accordingly, Projectrelated GHG emissions are summarized in Table 15.

Table 15. Annual Operational GHG Emissions
Emission Source GHG
(MTCO2e/year)
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Environmental Impacts | 4-11
Mobile 2,876.4
Area 0
Energy 0
Water 0
Waste 0
Refrigerants 0
Off-Road 37.77
TOTAL 2,914.2
Threshold 10,000
Exceed Threshold? No
Source: CalEEMod Results in Attachment A
As summarized in Table 15 above, total GHG emissions would be approximately 2,914.2 MTCO2e.

However, this estimate is based on the combustion emissions of natural gas and do not account for the net negative GHGs associated with RNG. As detailed in Section 1.2.1, the entire collection truck fleet is comprised of RNG powered vehicles. The GHG benefits of using RNG in trucks versus traditional diesel trucks has been quantified in the California Climate Investments Quantification Methodology Emission Factor Database (Database) which provides well-to-wheel emission factors for various fuel types, including RNG. The RNG fuel-specific factor provided in the Database is -107.63 grams CO2e per standard cubic foot (scf). Using a “diesel gallon equivalent” (dge) factor of 139.30 scf/dge and a fuel economy of

0.1531 dge/mile for natural gas trucks, the net GHG emissions per year associated with collection vehicle travel (i.e., 2,280 VMT per day over 260 days per year = 592,800 miles per year) is estimated to be -1360.71 MTCO2e/year. Thus, the Project would result in net negative GHG emissions. Although GHG emissions associated with increased activity associated with the transport and processing of the additional 1,000 tpd of refuse, it’s important to note that the Project would not cause the generation of any new waste materials in the region and would instead process waste materials that are, in the baseline condition, currently processed at other existing waste sorting and transferring facilities within the region. Therefore, nearly all, if not all, waste hauling trips to and from the Facility would be redirected existing trips by waste collection vehicles. These vehicles would be (and are, already) collecting solid waste near the City of Signal Hill with or without the proposed Project, and these trips would (and do currently) go to other existing materials processing and sorting facilities, if the permitted capacity of the Facility was not expanded. Operation of MRF/Transfer Station facilities in urban areas will generally always result in improved waste hauling trip regional efficiencies. The primary purpose of an MRF/Transfer Station is to maximize resource recovery and increase the quantity of compostable and recyclable materials diverted from landfills. Utilization of MRF/Transfer facilities closer to urban waste generation markets (i.e., the neighborhoods and communities from which solid waste is collected), minimizes the travel distance of waste collection vehicles, which in turn, reduces GHG emissions.

As summarized in Section 4.2.2, the SCAQMD does not have adopted numeric thresholds for GHG emissions for CEQA. Per CEQA Guidelines Section 15064(h)(3), a project’s incremental contribution to a cumulative impact can be found not cumulatively considerable if the project will comply with an approved plan or mitigation program that provides specific requirements that will avoid or substantially lessen the cumulative problem within the geographic area of the project. To qualify, such a plan or program must be specified in law or adopted by the public agency with jurisdiction over the affected resources through a public review process to implement, interpret, or make specific the law enforced or administered by the public agency. Examples of such programs include a “air quality attainment or Air Quality and Greenhouse Gas Technical Report
Environmental Impacts | 4-12
maintenance plan and/or plans or regulations for the reduction of greenhouse gas emissions.” Put another way, CEQA Guidelines Section 15064(h)(3) allows a lead agency to make a finding of less than significance for GHG emissions if a project complies with regulatory programs to reduce GHG emissions.

The significance of the proposed project’s GHG emissions is evaluated consistent with CEQA Guidelines Section 15064.4(b) by considering whether the proposed project complies with applicable plans, policies, regulations, and requirements adopted to implement a statewide, regional, or local plan for the reduction or mitigation of GHG emissions. At the time of this writing, the City of Signal Hill has not developed an applicable Climate Action Plan. Therefore, for the purposes of this analysis, the applicable GHG reduction plan to evaluate the proposed Project against is the CARB 2022 Scoping Plan Update which outlines the framework to achieve the GHG emission reduction goals of AB 1279. Measures included in the Scoping Plan update would indirectly address GHG emission levels associated with Project activities, including the phasing-in of cleaner technology for diesel engine fleets (including transfer trucks and off-road equipment) and the development of a low-carbon fuel standard. Policies formulated under the mandate of AB 32 that apply to Project operations either directly or indirectly, are assumed to be implemented Statewide and would affect the Project should those policies be implemented during the life of the Project. Specifically, implementation of AB 32 control measures for reduced vehicle emissions would decrease GHG emissions from the Project. The Project would also directly support the CARB Scoping Plan’s Key Recommended Actions for the waste and energy sectors.

The Scoping Plan states, “meeting the AB 341 mandate 75 percent recycling goal is the best path forward to maximizing GHG emissions reductions from the waste management sector.” The purpose of the Project is to accommodate the separate sorting lines required to meet the state-level diversion requirements (AB 341). Thus, the Project supports AB 341, AB 1826, and the Scoping Plan waste reduction goals.

In addition, the proposed Project would not conflict with population growth projections of the 2020- 2045 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS), or its goals associated with GHG reductions. Specifically, the Project is anticipated to add 50 employees, which is well within the growth forecasts contained in the 2020-2045 RTP/SCS and the proposed Project would not contribute to growth outside of those projections.

The plan consistency analysis above demonstrates that the project is consistent with plans, policies, regulations and GHG reduction actions/strategies outlined in CARB’s Scoping Plan and SCAG’s 2020-2045 RTP/SCS. As the proposed Project would not conflict with applicable plans, policies, and regulations adopted for the purpose of reducing emissions of GHGs, the proposed project’s impacts related to GHG emissions would be less than significant. Further, based on the results of the quantitative analysis as described above, the Project would potentially result in net negative GHG emissions (with consideration given to the use of RNG in the collection truck fleet). Without taking credit for the GHG benefits of using RNG, the estimated Project-related GHG emissions are 2,914.2 MTCO2e per year. This is well below the threshold of 10,000 MTCO2e per year established by the SCAQMD for industrial projects. Because the Project is consistent and does not conflict with the applicable plans, policies, and regulations, and because the Project’s incremental increase in GHG emissions is below the applicable numeric threshold of 10,000 MTCO2e per year, impacts would be less than significant.

Mitigation Measure(s)
Air Quality and Greenhouse Gas Technical Report
Environmental Impacts | 4-13
None Required
Impact b. Would the project conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases?
As described above, California has enacted several pieces of legislation that relate to GHG emissions and climate change, much of which sets aggressive goals for GHG reductions within the state. The first and most far-reaching is AB 32, now followed by SB 32, and AB 1279 in which CARB must ensure that statewide GHG emissions are reduced to 85 percent below the 1990 level by 2045. While AB 32 establishes control measures that would apply to light, medium, and heavy-duty vehicles, and the proposed Project would operate those types of vehicles, these measures are being implemented at the state level and the proposed Project would not interfere with the implementation of the control measures. Implementation of AB 32 control measures for reduced vehicle emissions would decrease GHG emissions from the Project. Further, the Project would be consistent with the CARB’s 2022 Scoping Plan, and SCAG’s 2020–2045 RTP/SCS, therefore, would neither generate GHG emissions that may have a significant impact on the environment nor conflict with an applicable plan, policy or regulation adopted for the purpose of reducing GHG emissions. Specifically, the Project would not conflict with the emission reduction measures discussed within CARB’s 2022 Scoping Plan Update or the strategies within the 2022 Scoping Plan Update adopted for the purpose of meeting the GHG reduction goals of AB 1279, particularly their emphasis on the identification of emission reduction opportunities that promote economic growth while achieving greater energy efficiency and accelerating the transition to a lowcarbon economy. In addition, the Project would directly support the CARB Scoping Plan’s Key Recommended Actions for the waste and energy sectors. The Scoping Plan states, “meeting the AB 341 mandate 75 percent recycling goal is the best path forward to maximizing GHG emissions reductions from the waste management sector.” The purpose of the project is to accommodate the separate sorting lines required to meet the state-level diversion requirements (AB 341). Thus, the Project supports AB 341, AB 1826, and the Scoping Plan waste reduction goals. Accordingly, the proposed Project would be conducted in compliance with applicable plans, policies and regulations adopted for the purpose of reducing the emissions of GHGs and impacts would be less than significant.

Mitigation Measure(s)
None Required
Air Quality and Greenhouse Gas Technical Report
References | 5-1
SECTION 5 References
Association of Environmental Professionals (AEP). 2016. The Final White Paper Beyond 2020 and Newhall: A Field Guide to New CEQA Greenhouse Gas Thresholds and Climate Action Plan Targets for California. Available online at: https://califaep.org/docs/AEP2016_Final_White_Paper.pdf. Accessed December 21, 2023.

California Air Resources Board (CARB). 2014. First Update to the Climate Change Scoping Plan. Available online at:
https://ww2.arb.ca.gov/sites/default/files/classic//cc/scopingplan/2013_update/first_update_cl imate_change_scoping_plan.pdf. Accessed December 20, 2023.

California Air Resources Board (CARB). 2017a. Ambient Air Quality Standards. Available online at:
https://www.arb.ca.gov/research/aaqs/aaqs2.pdf. Accessed December 20, 2023.

California Air Resources Board (CARB). 2017b. “California’s 2017 Climate Change Scoping Plan.” November. Available online at: https://ww3.arb.ca.gov/cc/scopingplan/scopingplan.htm.

Accessed December 21, 2023.

California Air Resources Board (CARB). 2022. 2022 Scoping Plan for Achieving Carbon Neutrality.

December 2022. Available online at: https://ww2.arb.ca.gov/sites/default/files/2023-04/2022- sp.pdf. Accessed May 3, 2024.

California Air Resources Board (CARB). 2023a. State and Federal Area Designations. Available online at:
https://ww2.arb.ca.gov/resources/documents/maps-state-and-federal-area-designations.

Accessed December 20, 2023.

California Air Resources Board (CARB). 2023b. Website – Background Emissions Data. https://www.arb.ca.gov/adam. Accessed December 20, 2023.

California Air Resources Board (CARB). 2023c. California Climate Investments Quantification Methodology Emission Factor Database. Available online at:
https://ww2.arb.ca.gov/resources/documents/cci-quantification-benefits-and-reportingmaterials. Accessed January 19, 2024.

EDCO Signal Hill. 2024. Personal Communication. January 17, 2024.

South Coast Association of Governments (SCAG). 2020. The 2020-2045 Regional Transportation Sustainable Communities Strategy of the Southern California Association of Governments.

Available online at: https://scag.ca.gov/sites/main/files/file-attachments/0903fconnectsocalplan_0.pdf?1606001176. Accessed December 21, 2023.

South Coast Air Quality Management District (SCAQMD). 1999. South Coast Air Quality Management District Monitoring Areas. Available online at: https://www.aqmd.gov/docs/defaultsource/default-document-library/map-of-monitoring-areas.pdf. Accessed December 20, 2023.

South Coast Air Quality Management District (SCAQMD). 2003. White paper on Potential Control Strategies to Address Cumulative Impacts From Air Pollution. Available At:

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References | 5-2
https://www.aqmd.gov/docs/default-source/Agendas/Environmental-Justice/cumulativeimpacts-working-group/cumulative-impacts-white-paper.pdf. Accessed December 21, 2023.

South Coast Air Quality Management District (SCAQMD). 2008. Finalized Localized Significance Threshold Methodology. Available online at: https://files.ceqanet.opr.ca.gov/221458- 6/attachment/IYyvf68wNpGarRrLHNSzz_xz7gO9sTaqpe5bHys2hnVR2VBM_dUA2HOBlY5ejHkQ M7yz_XunHm9WBdnB0. Accessed December 20, 2023.

South Coast Air Quality Management District (SCAQMD). 2019. Air Quality Significance Thresholds.

Available online at: https://www.aqmd.gov/docs/default-source/ceqa/handbook/scaqmd-airquality-significance-thresholds.pdf?sfvrsn=2. Accessed December 21, 2023.

South Coast Air Quality Management District (SCAQMD). 2021. Multiple Air Toxics Exposure Study in the South Coast Air Basin, Final Report. August 2021. Available online at:
http://www.aqmd.gov/docs/default-source/planning/mates-v/mates-v-final-report-9-24-

21.pdf?sfvrsn=6. Accessed December 20, 2023.

South Coast Air Quality Management District (SCAQMD). 2022. South Coast Air Quality Management Plan. Available online at: https://www.aqmd.gov/docs/default-source/clean-air-plans/airquality-management-plans/2022-air-quality-management-plan/final-2022-aqmp/final-2022- aqmp.pdf?sfvrsn=16. Accessed December 20, 2023.

United States Environmental Protection Agency (USEPA). 2024. NAAQS Table. Available online at:
https://www.epa.gov/criteria-air-pollutants/naaqs-table. Accessed February 16, 2024.

Appendix E Noise Technical Report
i

Noise Technical Report
EDCO Expansion Project
Signal Hill, California
Prepared for: City of Signal Hill
May 8, 2024
ii
Table of Contents
SECTION 1 Introduction................................................................................................................ 1-1

1.1 Project Overview................................................................................................................... 1-1 SECTION 2 Fundamental of Noise and Vibration ........................................................................... 2-1

2.1 Fundamentals of Sound and Environmental Noise .............................................................. 2-1

2.2 Fundamentals of Vibration ................................................................................................... 2-3 SECTION 3 Regulatory Framework................................................................................................ 3-1

3.1 Federal .................................................................................................................................. 3-1

3.2 State...................................................................................................................................... 3-1

3.3 Local...................................................................................................................................... 3-3 SECTION 4 Existing Conditions...................................................................................................... 4-1

4.1 Noise Sensitive Receptors..................................................................................................... 4-1

4.2 Existing Noise Sources and Ambient Noise Levels................................................................ 4-1

4.3 Existing Vibration Environment............................................................................................ 4-2 SECTION 5 Project Noise Prediction.............................................................................................. 5-1

5.1 Methodology ........................................................................................................................ 5-1

5.2 Predicted Results.................................................................................................................. 5-2 SECTION 6 Conclusions................................................................................................................. 6-1 SECTION 7 References.................................................................................................................. 7-1 iii
List of Tables
Table 1. Materials Accepted for Disposal at the EDCO Facility .................................................................... 1-3 Table 2. Materials Not Accepted for Disposal at the EDCO Facility ............................................................. 1-4 Table 3. Hourly Distribution of Vehicles (Existing Operations @ 1,500 tpd) ............................................... 1-5 Table 4. Trip Generation Summary (Existing versus Proposed Project)....................................................... 1-7 Table 5. Hourly Distribution of Vehicles (Project Operations)..................................................................... 1-8 Table 6. Project Operations Off-Road Equipment Use................................................................................. 1-9 Table 7. Typical Noise Levels (Measured at a Distance a Person Would Typically be From the Source) .... 2-1 Table 8. Vibration Source Amplitudes for Construction Equipment............................................................ 2-4 Table 9. Estimated Existing Noise Exposure for General Assessment.......................................................... 3-2 Table 10. Applicable City of Signal Hill General Plan Goals and Policies........................................................ 3-3 Table 11. Signal Hill General Plan – Noise Compatibility Criteria by Land Use .............................................. 3-4 Table 12. Sensitive Receptors in Proximity to the Facility.............................................................................. 4-1 Table 13. Modeled Maximum Project Sound Levels...................................................................................... 5-2 List of Figures
Figure 1 Project Site...................................................................................................................................... 1-1 Figure 2 Offsite Circulation: Arrival Routes.................................................................................................. 1-1 Figure 3 Offsite Circulation: Departure Routes............................................................................................ 1-2 Figure 4. Project Site Access Circulation........................................................................................................ 1-6 Figure 5. Modeled Project Noise Levels (CNEL)............................................................................................. 5-4 Noise Technical Report
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SECTION 1 Introduction
Catalyst Environmental Solutions Corporation (Catalyst) has prepared this report to evaluate the potential for impacts related to noise resulting from the proposed expansion of operations at the EDCO Recycling and Transfer Material Recovery Facility (Facility) in the City of Singal Hill, California. This report includes an evaluation of potential impacts associated with the permanent increases in noise in the vicinity of the Project site and whether Project-induced noise is in excess of standards established by the City of Signal Hill. Site-specific operations activity information used for noise models is based on information provided by EDCO Signal Hill.

1.1 Project Overview

1.1.1 Project Location and Description
The Facility is owned and operated by EDCO Transport Services and is located on privately owned land.

The Facility is a 3.75-acre site located at 2755 California Avenue, Signal Hill, California (Figure 1). The Facility’s Assessor’s Parcel Number (APN) is 7207-022-043 in Township 4 South, Range 12 West. The site is zoned as General Industrial Specific Plan (SP-19) with the Facility currently operating in Area 3 of the SP-19 under Conditional Use Permit 09-01 granted on February 17, 2009.

The activities of the Facility include the manual sorting and transfer of residential, commercial and industrial refuse, transfer of self-haul public refuse, processing of materials collected by curbside recycling programs, a public drop-off area for recyclable materials, and a Permanent Household Hazardous Waste Collection Facility (PHHWCF). Once offloaded inside the Facility, waste is loaded into transfer trucks and then transported to a permitted landfill.

Access to the Facility is from California Avenue and 28th Street. The primary route of delivery to the Facility traveling south on Interstate 405 (I-405) is exit to Atlantic Avenue. Proceed south on Atlantic Avenue and turn east onto Spring Street. Proceed east on Spring Street and turn south onto California Avenue. Then proceed south on California Avenue to 28th Street and turn west to access Facility. The primary route of delivery to the Facility traveling north on I-405 is exit Orange Avenue off ramp, turn west onto East 32nd Street and proceed to Orange Avenue. Turn south on Orange Avenue, continue to Spring Street, turn west and then proceed to California Avenue and turn south. After turning onto California Avenue, proceed to 28th Street and turn west to access the site. Arrival and departure routes are illustrated in Figure 2 and Figure 3, respectively.

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Figure 1 Project Site
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Introduction | 1-1
Figure 2 Offsite Circulation: Arrival Routes
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Figure 3 Offsite Circulation: Departure Routes
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1.1.2 Existing Operations
The operation of this Facility requires a Solid Waste Facility Permit (SWFP) issued from the Local Enforcement Agency (LEA) and concurred with by the State of California Department of Resources Recycling and Recovery (CalRecycle). The City of Signal Hill has designated the County of Los Angeles, Department of Public Health as its LEA. Accordingly, the current and valid operating permit, 19-AA-1112, is regulated by the County of Los Angeles, Department of Public Health, which serves as the regional regulatory arm of CalRecycle and is responsible for the monthly inspection of the Facility for conditions related to noise, odor, dust, traffic, vectors, and hazardous materials.

All materials entering the Facility are dumped on the concrete tipping floor located in the enclosed MRF/Transfer Station building. The Transfer Station tipping floor area is approximately 32,572 sqft feet.

Designated recyclable material is dumped and stored along the west side of the building. Recyclable material that are floor-separated from the Transfer Station municipal solid waste piles are transferred to designated containers and bins located in the MRF. Once full, these materials are transported to secondary materials markets. Storage and transportation records are maintained in the main office building for auditing purposes. Table 1 lists the materials accepted for disposal at the EDCO Facility.

Table 2 lists the materials that are not accepted at the EDCO Facility.

Table 1. Materials Accepted for Disposal at the EDCO Facility Material Category Items Accepted
Municipal solid waste Residential, Commercial, Industrial Organics Residential curbside and commercial green waste and food waste
Recyclables Source separated, single stream and commercial recyclables, Construction and industrial recyclables
Construction and demolition materials All
Self-haul All
Household Hazardous Waste (The Facility only accepts
HHW during PHHWCF events that are coordinated with
the City of Signal Hill and the County of Los Angeles Public Works Department. HHW is not accepted outside of these
designated events that are overseen by EDCO partners.)
Non-controlled pharmaceuticals, Needles and syringes,
Antifreeze, Cleaning supplies, cosmetics, used motor oil, pesticides, Batteries including car batteries and
household batteries, fluorescent light bulbs, TVs,
computers, VCRs, stereos, and cell phones.

Universal Waste All
Salvageable Items Newsprint, Corrugated containers, Plastic containers (California Redemption Value [CRV] and non-CRV), Mixed
plastics, Aluminum cans (CRV and non-CRV), High-grade
paper, Mixed paper (including junk mail), Styrofoam,
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Introduction | 1-4
Material Category Items Accepted
Ferrous and bi-metal containers, Glass containers, Aseptic cartons
Table 2. Materials Not Accepted for Disposal at the EDCO Facility Material Category Specific Items
Hazardous Waste Designated wastes (profiled hazardous materials) are not accepted at the Facility. Other than household hazardous waste, no sludge, liquids, infectious, medical or hazardous materials are accepted at the Facility.

Non-Salvageable Items The Facility does not accept any cosmetics, beverages, hazardous chemicals, poisons, pesticides or other materials capable of endangering public health.

High Liquid Content Waste The Facility does not accept any publicly owned treatment works sludge or residuals. It also does not accept industrial wastewater treatment sludge, septic tank pumping, chemical toilet wastes or liquid wastes. The Facility does accept saturated waste less than 15% liquid content, as long as the liquid is nonhazardous.

Household Hazardous
Wastes
Household hazardous waste not accepted at any time: ammunition, marine flares, radioactive materials, controlled substances, tires, or large household goods (refrigerators, washing machines, etc.)
Other Wastes Requiring
Special Handling
CalRecycle designated special wastes.

The Facility is designed to process 6,336 tons per day (tpd). However, the current CUP limits the operational capacity to 1,500 tpd. Recently, the LEA issued an emergency waiver(s) of terms and conditions of the EDCO Transport Services Sold Waste Facility Permit #19-AA-1112 during the declared State emergency, as result of the Coronavirus (COVID-19). These waivers were issued in 120-day increments on November 5, 2020, March 4, 2021, July 7, 2021, October 27, 2021, March 4, 2022, June 28, 2022, and again October 19, 2022, which allowed the Facility to operate at up to 2,500 tpd.

The existing CUP mandates that all ingress and egress from the Facility shall follow the circulation routes depicted in Figure 4 and that all trucks en route to and departing the Facility shall follow the off-site circulation routes depicted on Figure 2 and Figure 3 above. Further, the CUP requires that employee shifts are schedule so that employees do not arrive or depart during peak traffic hours as detailed in Table 3.

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Table 3. Hourly Distribution of Vehicles (Existing Operations @ 1,500 tpd) Time Collection
Trucks
Self-Haul
Vehicles
Transfer
Trucks
Staff
Vehicles
Total
Vehicles
10:00-11:00 PM 0 0 0 0 0
11:00-12:00 PM 0 0 0 0 0
12:00-1:00 AM 0 0 0 0 0
1:00-2:00 AM 0 0 0 0 0
2:00-3:00 AM 0 0 0 0 0
3:00-4:00 AM 0 0 4 2 6
4:00-5:00 AM 2 0 6 2 10
5:00-6:00 AM 5 0 6 21 32
6:00-7:00 AM 5 10 5 0 20
7:00-8:00 AM 10 15 4 0 29
8:00-9:00 AM 12 25 5 0 42
9:00-10:00 AM 20 30 5 0 55
10:00-11:00 AM 15 35 4 0 54
11:00-12:00 AM 12 45 4 0 61
12:00-1:00 PM 15 30 5 0 50
1:00-2:00 PM 15 35 5 2 57
2:00-3:00 PM 15 30 5 2 52
3:00-4:00 PM 15 25 5 21 66
4:00-5:00 PM 15 20 2 0 37
5:00-6:00 PM 10 0 2 0 12
6:00-7:00 PM 5 0 1 0 6
7:00-8:00 PM 0 0 0 0 0
8:00-9:00 PM 0 0 0 0 0
9:00-10:00 PM 0 0 0 0 0
TOTAL 171 300 68 50 589

1. Source: 2009 EDCO Recycling and Transfer Facility Final Environmental Impact Report (FEIR) (State Clearinghouse SCH # 2008081009)

2. Notes: Shading indicates peak traffic hours.

In general, the Facility plays a significant role in reducing both air emissions and vehicle miles traveled, primarily through the consolidation of loads. Benefits include, but are not limited to:
− Reducing overall community truck traffic by consolidating smaller loads into larger vehicles. − Reducing air pollution, fuel consumption and road wear by consolidating loads into fewer vehicles.
− Allows for screening of waste for special handling.
− Offers residents a convenient drop-off of waste and recyclables and reduces the overall impact of miles driven to a landfill through load consolidation.

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Figure 4. Project Site Access Circulation

1.1.3 Proposed Project
Since the issuance of the CUP in 2009, the continued growth in the region, as well as seasonal surges in the amount of waste generated, and increased public disposal (self-haulers) has increased. In addition, the Southeast Resource Recovery Facility (SERRF) in Long Beach will close on or about June 30, 2024. As such, upon closure of the SSERF, it is anticipated that a percentage of accepted materials that historically was delivered to the SERRF will instead be diverted to the Facility. Thus, the Project proposes to expand its current permitted tonnage limit of 1,500 to 2,500 (tpd).

The ability to safely and effectively operate at this threshold was demonstrated for over 27 months (November 11, 2020 through February 28, 2023) pursuant to Section 17210.3 and subsequently 17210.2(d) of the California Code of Regulations (CCR) Title 14, the LEA issued an emergency waiver(s) of terms and conditions of the EDCO Transport Services Sold Waste Facility Permit #19-AA-1112 during the declared State emergency, as result of the Coronavirus (COVID-19). These waivers were issued in 120- day increments on November 5, 2020, March 4, 2021, July 7, 2021, October 27, 2021, March 4, 2022, June 28, 2022, and again October 19, 2022, which allowed the Facility to operate at up to 2,500 tpd.

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Introduction | 1-7
Since the design elements allow for up to 6,336 tpd of load out capacity, no physical changes to the Facility are necessary to accommodate the requested increase to a maximum of 2,500 tpd. In addition, the tipping floor can receive and store up to 3,644 tons of material.

This proposed modification would require an adjustment in the permitted vehicle traffic to the Facility and minor increase in off-road equipment operation as detailed further below.

1.1.4 Vehicle trips associated with the Project.

A variety of different types of vehicles utilize the Facility, but they are primarily broken into three categories: collection trucks, transfer tractor/trailers and self-haul/employee vehicles. The Facility is currently permitted for a maximum daily capacity of 1,500 tpd. Using this baseline number, the following assumptions are used to generate the type and number of vehicles anticipated to enter the facility:
− 1,500 tpd of municipal solid waste and recyclable materials. − Solid waste collection trucks have an average capacity of 7 tons. − Residual waste transfer trucks (including recyclable materials) have an average capacity of 22 tons.
− Self-haul vehicles have an average of 1 ton.

While the Facility is designed for a maximum daily capacity of 6,336 tpd over a 24-hour period, the 2009 EDCO Recycling and Transfer Facility Final Environmental Impact Report (FEIR) (State Clearinghouse SCH # 2008081009), considered a maximum of 1,500 tpd. Using the permitted capacity of 1,500 tpd as a baseline number, the estimated number of commercial trucks accessing the Facility are approximately 239 (171 collection vehicles, 68 transfer tractor trailers) and 350 self-haul/employee passenger vehicles per day. Table 4 provides a summary of the assumed existing trips, estimated trips, and change in trips from existing conditions under the proposed Project.

Table 4. Trip Generation Summary (Existing versus Proposed Project) Vehicle Type
Existing (@1,500 tpd) Project (@2,500 tpd) Change from Existing Vehicles
Accessing
Facility1
ADT
(trips/day)1
Vehicles
Accessing
Facility
ADT
(trips/day) ADT (trips/day)
Collection Trucks 171 342 285 570 228
Transfer Trucks 68 136 113 226 90
Self-Haul (Passenger Vehicles) 300 600 500 1,000 400
Employee (Passenger Vehicles) 50 100 100 200 100
TOTAL 589 1,178 998 1,996 818

3. Notes:

1. As reported in 2009 EDCO Recycling and Transfer Facility Final Environmental Impact Report (FEIR) (State Clearinghouse SCH # 2008081009)
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Introduction | 1-8
The peak hour trip generation for the Project summarized in Table 5 is based on the hourly trip generation rates for existing operations with trips associated with expanded operations proposed under the Project scaled proportionately for the processing of the additional 1,000 tpd as proposed for the expanded operations under the Project.

Table 5. Hourly Distribution of Vehicles (Project Operations) Time Collection
Trucks
Self-Haul
Vehicles
Transfer
Trucks
Staff
Vehicles
Total
Vehicles
10:00-11:00 PM 0 0 1 0 1
11:00-12:00 PM 0 0 1 0 1
12:00-1:00 AM 0 0 1 0 1
1:00-2:00 AM 0 0 1 0 1
2:00-3:00 AM 0 0 1 0 1
3:00-4:00 AM 0 0 3 2 5
4:00-5:00 AM 3 0 3 2 8
5:00-6:00 AM 6 0 3 21 30
6:00-7:00 AM 6 7 3 0 16
7:00-8:00 AM 7 10 2 0 19
8:00-9:00 AM 6 17 1 0 24
9:00-10:00 AM 10 20 2 0 32
10:00-11:00 AM 10 23 3 0 36
11:00-12:00 AM 10 30 3 0 43
12:00-1:00 PM 10 20 3 0 33
1:00-2:00 PM 10 23 3 2 38
2:00-3:00 PM 10 20 3 2 35
3:00-4:00 PM 10 17 2 21 50
4:00-5:00 PM 6 13 1 0 20
5:00-6:00 PM 6 0 1 0 7
6:00-7:00 PM 4 0 1 0 5
7:00-8:00 PM 0 0 1 0 1
8:00-9:00 PM 0 0 1 0 1
9:00-10:00 PM 0 0 1 0 1
TOTAL 114 200 45 50 408

4. Notes:

5. Shading indicates peak traffic hours.

6. Hourly trips are calculated based on hourly trip rates presented in the 2009 EDCO Recycling and Transfer Facility Final Environmental Impact Report (FEIR) (State Clearinghouse SCH # 2008081009) and scaled for the processing of 1,000 tpd beyond the existing permitted capacity of 1,500 tpd as was considered in the 2009 FEIR.

1.1.5 Off-Road Equipment Use
Existing operations include the use of diesel loaders for handling and loading refuse at the Facility.

Processing of an additional 1,000 tpd would require an increase in the daily operation of diesel off-road equipment at the Facility as detailed in Table 6.

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Introduction | 1-9
Table 6. Project Operations Off-Road Equipment Use
Equipment Type
Additional Daytime
(7 a.m. to 10 p.m.)
Hours1
Additional Nighttime
(10 p.m. to 7 a.m.)
Hours1
Typical Equipment Lmax at
50 feet from Source2
(dBA)
Loader Liebherr L1566 1 1 80

7. Notes:

8. Equipment use per EDCO Signal Hill, personal communication (2024)

9. Lmax noise level from FHWA (2006)
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Fundamental of Noise and Vibration | 2-1
SECTION 2 Fundamental of Noise and Vibration

2.1 Fundamentals of Sound and Environmental Noise
Sound is mechanical energy transmitted by pressure waves in a compressible medium such as air. When sound becomes excessive or unwanted, it is referred to as noise. Although exposure to high noise levels has been demonstrated to cause hearing loss, the principal human response to environmental noise is annoyance. The response of individuals to similar noise events is diverse and influenced by the type of noise, the perceived importance of the noise and its appropriateness in the setting, the time of day and the type of activity during which the noise occurs, and the sensitivity of the individual.

Sound (noise) levels are measured and quantified with several metrics. All of them use the logarithmic decibel (dB) scale with 0 dB roughly equal to the threshold of human hearing. A property of the decibel scale is that the sound pressure levels of two separate sounds are not directly additive. For example, if a 50 dB sound is added to another 50 dB sound, the total is only a 3 dB increase (to 53 dB). Thus, every 3 dB change in sound levels represents a doubling or halving of sound energy. Related to this is the fact that a less-than-3 dB change in sound levels is imperceptible to the human ear. Sound power level is the acoustic energy emitted by a source which produces a sound pressure level at some distance. While the sound power level of a source is fixed, the sound pressure level depends upon the distance from the source and the acoustic characteristics of the area in which it is located.

The frequency of sound is a measure of the pressure fluctuations per second, measured in hertz (Hz).

Most sounds do not consist of a single frequency but consist of a broad band of frequencies differing in level. The characterization of sound level magnitude with respect to frequency is the sound spectrum.

Many rating methods exist to analyze sound of different spectra. The method used for this analysis is Aweighting (there are also B- and C-weighting filters). The A-weighted scale (dBA) most closely approximates how the human ear responds to sound at various frequencies by progressively deemphasizing frequency components below 1,000 Hz and above 6,300 Hz and reflects the relative decreased sensitivity of humans to both low and extremely high frequencies (Federal Highway Administration [FHWA] 2018). Table 7 lists typical sound levels from representative sources.

Table 7. Typical Noise Levels (Measured at a Distance a Person Would Typically be From the Source) Common Outdoor Activities Noise Level
(dBA) Common Indoor Activities
— 110 — Rock band
Jet fly-over at 1,000 feet — 100 —
Gas lawn mower at 3 feet — 90 —
Diesel truck at 50 feet at 50 miles per hour — 80 — Food blender at 3 feet, Garbage disposal at 3 feet Noisy urban area, daytime, Gas lawn mower
at 100 feet — 70 — Vacuum cleaner at 10 feet, Normal speech at 3 feet Commercial area, Heavy traffic at 300 feet — 60 —
Quiet urban daytime — 50 — Large business office, Dishwasher next room Noise Technical Report
Fundamental of Noise and Vibration | 2-2
Common Outdoor Activities Noise Level
(dBA) Common Indoor Activities
Quiet urban nighttime — 40 — Theater, large conference room (background) Quiet suburban nighttime — 30 — Library, Bedroom at night Quiet rural nighttime — 20 —
— 10 — Broadcast/recording studio
Lowest threshold of human hearing — 0 — Lowest threshold of human hearing Source: California Department of Transportation (CalTrans) 2013 The duration of noise and the time period at which it occurs are important factors in determining the impact of noise. Several methods are used for describing variable sounds including the equivalent level (Leq), the maximum level (Lmax), and the percent-exceeded levels. These metrics are derived from a large number of moment-to-moment A-weighted sound level measurements. Some common metrics reported in community noise monitoring studies are described below:
− Leq, the equivalent level, can describe any series of noise events of arbitrary duration, although the most common averaging period is hourly. Because sound levels can vary markedly over a short period of time, a method for describing either the average character of the sound or the statistical behavior of the variations must be utilized. Most commonly, sounds are described in terms of an average level that has the same acoustical energy as the summation of all the timevarying events, and Leq is the common energy-equivalent sound/noise descriptor. − Lmax is the maximum sound level during a given time. Lmax is typically due to discrete, identifiable events such as an airplane overflight, car or truck passing by, or a dog barking. − L90 is the sound level in dBA exceeded 90 percent of the time during the measurement period.

L90 is close to the lowest sound level observed. It is essentially the same as the residual sound level, which is the sound level observed when no obvious nearby intermittent noise sources occur.
− L50 is the median sound level in dBA exceeded 50 percent of the time during the measurement period.
− L10 is the sound level in dBA exceeded only 10 percent of the time. It is close to the maximum level observed during the measurement period. L10 is sometimes called the intrusive sound level because it is caused by occasional louder noises like those from passing motor vehicles.

In determining the daily measure of community noise, it is important to account for the difference in human response to daytime and nighttime noise. Noise is more disturbing at night than during the day, and noise indices have been developed to account for the varying duration of noise events over time as well as community response to them. The Day-Night Average Level (Ldn) is such an index. Ldn represents the 24-hour A-weighted equivalent sound level with a 10 dBA penalty added to the “nighttime” hourly noise levels between 10:00 p.m. and 7:00 a.m. Because of the time-of-day penalties associated with the Ldn index, the Leq for a continuously operating sound source during a 24-hour period will be numerically less. The Community Noise Equivalent Level (CNEL), similar to Ldn, applies a 10 dBA penalty for noise levels occurring during the nighttime hours between 10:00 p.m. and 7:00 a.m., and a 5 dBA penalty for noise levels the sound levels occurring during evening hours between 7:00 p.m. and 10:00 p.m. CNEL has Noise Technical Report
Fundamental of Noise and Vibration | 2-3
been adopted by the State of California to define the community noise environment for development of the community noise element of a General Plan. Noise is also more disturbing the closer a receptor is to the source; noise levels decrease by 6 dB as the distance from its source doubles (FHWA 2011).

2.2 Fundamentals of Vibration
Ground-borne vibration consists of waves transmitted through solid material. Several types of wave motions exist in solids, unlike air, including compressional, shear, torsional, and bending. The solid medium can be excited by forces, moments, or pressure fields. Ground-borne vibration propagates from the source through the ground to adjacent buildings by surface waves. Vibration may be composed of a single pulse, a series of pulses, or a continuous oscillatory motion. The frequency of a vibrating object describes how rapidly it is oscillating, measured in Hz. Most environmental vibrations consist of a composite or “spectrum” of many frequencies and are generally classified as broadband or random vibrations. The normal frequency range of most ground-borne vibration that can be felt generally starts from a low frequency of less than 1 Hz to a high of about 200 Hz.

Vibration may be defined in terms of the displacement, velocity, or acceleration of the particles in the medium material. In environmental assessments, where human response is the primary concern, velocity is commonly used as the descriptor of vibration level, typically expressed in inches per second (in/sec) or millimeters per second (mm/s). The amplitude of vibration can be expressed in terms of the wave peaks or as an average, called the root mean square. The root mean square level is generally used to assess the effect of vibration on humans. Like noise, vibration can be expressed in terms of decibels with a reference velocity of 1x10-6 in/sec. The abbreviation “VdB” is often used for vibration decibels to reduce the potential for confusion with sound decibels.

Vibration can produce several types of wave motion in solids including compression, shear, and torsion, so the direction in which vibration is measured is significant and should generally be stated as vertical or horizontal. Human perception also depends to some extent on the direction of the vibration energy relative to the axes of the body. In whole-body vibration analysis, the direction parallel to the spine is usually denoted as the z-axis, while the axes perpendicular and parallel to the shoulders are denoted as the x- and y-axes, respectively.

The two primary concerns with project-induced vibration, the potential to damage a structure and the potential to annoy people, are evaluated against different vibration limits. Studies have shown that the threshold of perception for the average person is a peak particle velocity (PPV) in the range of 0.2 to 0.3 mm/s (0.008 to 0.012 in/sec). Human perception to vibration varies with the individual and is a function of physical setting and the type of vibration. Persons exposed to elevated ambient vibration levels, such as people in an urban environment, may tolerate a higher vibration level. Vibration levels for typical construction-related sources of ground-borne vibration are shown in Table 8 below.

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Fundamental of Noise and Vibration | 2-4
Table 8. Vibration Source Amplitudes for Construction Equipment Equipment
PPV at 25 feet (in/sec) Approximate Vibration Velocity Level (Velocity Level in Decibels [VdB])
25 feet 50 feet 25 feet 50 feet
Large Bulldozer 0.089 0.031 87 78
Caisson Drilling 0.089 0.031 87 78
Loaded Trucks 0.076 0.027 86 77
Jackhammer 0.035 0.012 79 70
Small Bulldozer 0.003 0.001 58 49
Source: Adapted from CalTrans 2020 and Federal Transit Administration (FTA) 2018 Noise Technical Report
Regulatory Framework | 3-1
SECTION 3 Regulatory Framework
Federal, state, and local noise regulations and policies that may apply to the proposed Project are described below.

3.1 Federal

3.1.1 Noise Control Act of 1972
USEPA, pursuant to the Noise Control Act of 1972, established guidelines for acceptable noise levels for sensitive receptors such as residential areas, schools, and hospitals. The levels set forth are 55 dBA Ldn for outdoor use areas and 45 dBA Ldn for indoor use areas, and a maximum level of 70 dBA Ldn is identified for all areas to prevent hearing loss (USEPA 1974). These levels provide guidance for local jurisdictions but do not have regulatory enforceability. In the absence of applicable noise limits, the USEPA levels can be used to assess the acceptability of project-related noise.

3.1.2 U.S. Department of Housing and Urban Development
The U.S. Department of Housing and Urban Development (HUD) has also established guidelines for acceptable noise levels for sensitive receivers such as residential areas, schools, and hospitals (24 CFR 51). HUD’s noise levels include a two-pronged guidance, one for the desirable noise level and the other for the maximum acceptable noise level. The desirable noise level established by HUD conforms to the USEPA guidance of 55 dBA Ldn for outdoor use areas of residential land uses and 45 dBA Ldn for indoor areas of residential land uses. The secondary HUD standard establishes a maximum acceptable noise level of 65 dBA Ldn for outdoor use areas of residential areas.

3.1.3 Federal Transit Authority
The FTA has published guidance relevant to assessing ground-borne vibration associated with construction activities, which have been applied by other jurisdictions to other types of projects (FTA 2018). For example, engineered concrete and masonry (no plaster) buildings can be exposed to groundborne vibration levels of 0.3 inches per second without experiencing structural damage. Buildings extremely susceptible to vibration damage (e.g., historic buildings) can be exposed to ground-borne vibration levels of 0.12 in/sec without experiencing structural damage.

3.2 State
The California Code of Regulations (CCR) has guidelines for evaluating the compatibility of various land uses as a function of community noise exposure, as shown in Table 9 below.

The extensive state regulations pertaining to worker noise exposure are applicable to the proposed project (for example California Occupational Safety and Health Administration Occupational Noise Exposure Regulations [8 CCR General Industrial Safety Orders, Article 105, Control of Noise Exposure, Section 5095, et seq.]), for workers in a “central plant” and/or maintenance facility, or for those involved in the use of maintenance equipment or heavy machinery.

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Table 9. Estimated Existing Noise Exposure for General Assessment Land Use Category
Noise Exposure
Ranges
(dB CNEL)
Normally
Acceptable1
Noise Exposure
Ranges
(dB CNEL)
Conditionally
Acceptable2
Noise Exposure
Ranges
(dB CNEL)
Normally
Unacceptable3
Noise Exposure
Ranges
(dB CNEL)
Clearly
Unacceptable4
Residential: Low-density
Single Family, Duplex,
Mobile Homes
<60 55-70 70-75 >75
Residential: Multiple
Family <65 60-70 70-75 >75
Transient Lodging:

Motels, Hotels <65 60-70 70-80 >80
Schools, Libraries,
Churches, Hospitals,
Nursing Homes
<70 60-70 70-80 >80
Auditoriums, Concert
Halls, Amphitheaters Undefined <70 >65 Undefined
Sports Arena, Outdoor
Spectator Sports
Undefined <75 >70 Undefined
Playgrounds,
Neighborhood Parks <70 67-75 >73 Undefined
Golf Courses, Riding
Stables, Water
Recreation, Cemeteries
<75 Undefined 70-80 >80
Office Buildings,
Business Commercial
and Professional
<70 67-77 >75 Undefined
Industrial,
Manufacturing, Utilities,
Agriculture
<75 70-80 >75 Undefined
Source: California Office of Planning and Research (OPR) 2017 Notes:

1. Normally Acceptable: specified land use is satisfactory, based upon the assumption that any buildings involved are of normal construction without any special noise insulation requirements.

2. Conditionally Acceptable: New construction or development should only be undertaken after a detailed analysis of the noise reduction requirements is made and the needed insulation features included in the design.

3. Normally Unacceptable: New construction or development should generally be discouraged. If new development is to proceed, a detailed analysis of the noise reduction requirements is made, and the needed insulation features are included in the design.

4. Clearly Unacceptable: New development or construction should not be undertaken.

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3.3 Local

3.3.1 City of Signal Hill General Plan Noise Element
The City of Signal Hill General Plan (City of Signal Hill 2009), Noise Element, has a number of goals and policies related to noise. City General Plan noise policies that apply to the Project are summarized in Table 10.

Table 10. Applicable City of Signal Hill General Plan Goals and Policies Element Goal Policy Applicability
Noise Goal 1: Protect the
health, safety, and
welfare of people
living and working
within the city from
adverse noise
impacts.

Policy 1.a: The City will consider the
severity of noise exposure in the
community planning process to prevent or
minimize noise impacts to existing and
proposed land uses.

Policy 1.d: The City will inform those living
and working within the city of the effects of
noise pollution and will cooperate with all
levels of government to reduce or minimize
impacts.

Policy 1.e: Require noise mitigation to
ensure that noise-sensitive land uses are
not exposed to noise levels of greater than
45 dB in habitable rooms and 65 dB in
outdoor living areas.

Policy 1.f: Where needed, the City will
encourage the use of noise mitigation
methods that minimize visual impacts and
maintain necessary access.

The Project would be subject
to City regulations and
applicable noise limits.

Source: City of Signal Hill 2009
In addition to the goals and policies above, the Noise Element of the General Plan also outlines general standards for assessing compatibility of various land use types with a range of noise levels. Specifically, Implementation Program – Number 16 indicates that the City should “require an acoustical analysis report where the introduction or addition of a new noise source has the potential to result in exterior noise levels exceeding 60 dB CNEL at a noise-sensitive location. The report must show how noise mitigation measures have been incorporated into the design of the new noise source to reduce interior noise levels at noise-sensitive locations to 45 dB CNEL” (City of Signal Hill 2009). Table 11 was also taken from the General Plan and summarizes noise level compatibility criteria for various land uses.

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Table 11. Signal Hill General Plan – Noise Compatibility Criteria by Land Use Land Use Type Interior/Exterior Compatibility Criteria
Residential Exterior Outdoor living areas must be mitigated to 65 dB CNEL or less.

Residential Interior Habitable rooms must be mitigated to 45 dB CNEL or less.

Other NoiseSensitive UsesExterior Same as residential criterion.

Other NoiseSensitive UsesInterior Same as residential criterion.

Commercial Exterior A noise level of 70 dB CNEL or less, or one that does not interfere with normal business activity.

Industrial Exterior A noise level of 75 dB CNEL or less, or one that does not interfere with normal business activity.

Source: City of Signal Hill 2009

3.3.2 City of Signal Hill Municipal Code
The City of Signal Hill – Municipal Code, specifically Title 20 (Zoning), Section 20.39.130 requires that development within SP-19 General Industrial Specific Plan area comply with the requirements of Title 9 (Public Peace, Morals and Welfare) which contains various provisions that regulate both construction and operational noise from stationary and mobile sources. Applicable Signal Hill – Municipal Code noise and vibration standards and related information/policies are summarized below.

Title 9 – Public Peace, Morals and Welfare, Chapter 9.16 (Noise) − 9.16.020 – Definitions. The following terms used in this chapter, unless the context clearly indicates otherwise, shall have the respective meanings set forth in this section:

A. "Ambient noise" means the all-encompassing noise associated with a given environment, being usually a composite of sounds from many sources near and far. For the purpose of this chapter, "ambient noise level" is the level obtained when the noise level is averaged over a period of fifteen minutes without inclusion of noise from isolated identifiable sources, at the location and time of day near that at which a comparison is to be made.

B. "Ambient noise level" as referred to in this chapter, means the higher of the following:

1. Actual measured ambient noise level; or

2. Presumed ambient noise level as determined from the following chart:

Zone
Night Day
(10 p.m. to 7 a.m.) (7 a.m. to 10 p.m.)
Residential 50 60
Commercial 60 65
Industrial 70 70
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− 9.16.030 – Noise standards.

A. Notwithstanding any other provision of this chapter, and in addition thereto, it is unlawful for any person to willfully make or continue, or cause to be made or continued, any loud, unnecessary, or unusual noise which disturbs the peace or quiet of any neighborhood or which causes discomfort or annoyance to any reasonable person of normal sensitiveness in the area. − 9.16.060 – Machinery and equipment other than that required for servicing, redrilling and reworking of existing oil wells.

A. It is unlawful for any person to operate any machinery, equipment, compressor, pump, generator, fan, air conditioning apparatus, or similar mechanical device, or provide boarding or daycare to animals in an enclosed building (kennel) in any manner so as to create any noise which would cause the noise level at the property line of any property to exceed the ambient noise level by more than five decibels.

B. This section shall not prevent the normal operation, repair, or maintenance of household gardening equipment and hobby shop equipment or the servicing, redrilling and reworking of oil wells.

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Existing Conditions | 4-1
SECTION 4 Existing Conditions

4.1 Noise Sensitive Receptors
Noise-sensitive land uses are generally considered to include those uses where noise exposure could result in health-related risks to individuals, as well as places where quiet is an essential element of their intended purpose. Residential dwellings are of primary concern because of the potential for increased and prolonged exposure of individuals to both interior and exterior noise levels, and because of the potential for nighttime noise to result in sleep disruption. Additional land uses such as schools, transient lodging, historic sites, cemeteries, and places of worship are also generally considered sensitive to increases in noise levels. These land use types are also considered vibration-sensitive land uses, as are commercial and industrial buildings where vibration would interfere with operations within the building, including levels that may be well below those associated with human annoyance.

There are numerous sensitive receptors in proximity to the Facility as summarized in Table 12.

Table 12. Sensitive Receptors in Proximity to the Facility.

Direction from Project Site Sensitive Receptor Distance to Nearest Project Component
Northwest K Wellness Holistic Health Spa (701 E. 28th St.) 520 feet West Memorial Orthopedic Surgical Group (2760 Atlantic Ave.) 460 feet West Atlantic Memorial Healthcare Center (2750 Atlantic Ave.) 475 feet East Willow Springs Park (2745 Orange Ave.) 860 feet
Southwest Single-Family Residences (Lime Ave.) 625 feet South Long Beach Islamic Center (995 E. 27th St.) 225 feet South Undershirt Inc. (931 E. 27th St.) 165 feet
South Commercial Building (901 E. 27th St.) 224 feet
South Cal Institute of EMT Training Institute (2669 Myrtle Ave.) 380 feet South Commercial Building (999 E. Willow St.) 895 feet
South EDCO Customer Service Office (950 E. 27th St.) 430 feet Southeast Sunnyside Cemetery (1095 Ea. Willow St.) 480 feet

4.2 Existing Noise Sources and Ambient Noise Levels
The existing ambient noise environment is consistent with that of a developed urban and industrial area.

Because of the active industrial zoning, naturally elevated baseline noise levels are common and generally persistent. Existing noise sources near the Project site receptors include traffic/transportation noise, adjacent Ready-Mix operations, adjacent and oil and gas operations, and natural sounds (wind, dogs barking, etc.). Other existing intermittent yet significant noise sources included motorcycles and Noise Technical Report
Existing Conditions | 4-2
occasional aircraft flyovers. These surrounding noise sources constitute the existing physical conditions.

Per City of Signal Hill Municipal Code 19.16.020(B), presumed ambient noise levels in industrial zones is 70 dBA during daytime hours (7 a.m. to 10 p.m.) and 70 dBA during nighttime hours (10 p.m. to 7 a.m.).

4.3 Existing Vibration Environment
Similar to the environmental setting for noise, the vibration environment is dominated by traffic from nearby roadways. Heavy trucks can generate ground-borne vibrations that vary depending on vehicle type, weight, and pavement conditions. According to the FTA (2018), Transit noise and Vibration Impacts Assessments, “if the roadway is fairly smooth, the vibration from rubber-tired traffic is rarely perceptible.” Roads in the Project area are smooth asphalt and it is unlikely that traffic on the local roadway is perceptible.

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Project Noise Prediction | 5-1
SECTION 5 Project Noise Prediction

5.1 Methodology

5.1.1 Noise
The Project operation noise levels were estimated using the computer noise propagation model SoundPLAN Essential (version 5.1), which calculates noise impacts taking into account terrain features including relative elevations of noise sources, receivers, and intervening objects, ground effects due to areas of pavement and unpaved ground, and atmospheric effects on sound propagation. The following assumptions and parameters are included in the SoundPLAN supported noise source assessment:
− Ground effect acoustical absorption coefficient equal to 0.0, which represents the acoustically reflective “hard” surface;
− Reflection order of 1, which allows for a single reflection of sound paths on encountered structural surfaces such as buildings and structures; and − Calm meteorological conditions (i.e., no wind) with 70 degrees Fahrenheit and 83% relative humidity.

Noise impacts associated with the proposed Project would be primarily as a result of increased traffic noise levels on surrounding roadways and minor increase in off-road equipment (i.e., loaders) use onsite. Off-site traffic noise as a result of increasing the Facility’s maximum permitted throughput by an additional 1,000 tpd was modeled using the estimated vehicle trips associated with expanded operations presented above in Table 4. For a conservative analysis, collector trucks, transfer trucks, and self-haul vehicles are input into the model as trucks, with employee vehicles input as passenger cars. In addition, the maximum daytime hourly trip rate of 50 vehicles (i.e., roundtrips) is assumed for all daytime hours (7 a.m. to 10 p.m.), and maximum nighttime trip rate of 30 vehicles (i.e., roundtrips) is assumed for all nighttime hours (10 p.m. to 7 a.m.) (refer to Table 5 above for hourly trip rate assumptions). Noise receivers were modeled at 50 feet from the roadway centerline. The greatest noise impacts would be concentrated at the entrance and exit routes to the Facility with maximum traffic rates along California Avenue, 28th Street, and E. Patterson Street. Outside of this area, vehicle trips would be distributed and diluted over a relatively wide area (100 square miles, or greater). Accordingly, onsite and offsite noise localized to the area surrounding the Project site were considered in the analysis of noise impacts on nearby sensitive receptors. Specifically, noise levels increase by 3 dBA when the number of similar noise sources double. The increase in truck trips and worker vehicle trips are not anticipated to double the amount of traffic that currently exist in the greater surrounding are. As such, the increase in trucks and worker vehicles in the surrounding roadways is not anticipated to incrementally increase noise levels in the surrounding area by 3 dBA or more and are not analyzed further herein.

For off-road equipment detailed in Table 6 above, the model conservatively assumes that the equipment could be used anywhere within the exterior boundary of the Facility, although in reality the transfer vehicle loading would only occur in the designated loading areas.

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Project Noise Prediction | 5-2

5.1.2 Vibration
The proposed Project would result in additional heavy vehicle trips on local roadways accessing the Project site. Rubber-tire heavy vehicles traveling on roadways typically will not produce perceptible vibration at adjacent buildings. Roadways providing access to the Project are located at a distance of at least 20 feet from any offsite residence or any other sensitive receptor structure. The proposed Project would not have any other additional operational sources of vibration. Further, the speed limit on the adjacent roadways is less than 30 miles per hour and the road surface is in good condition. As trucks enter and exit the site, they would traverse the asphalt drive at very low speeds. As noted in FTA (2018), rubber tires and suspension systems provide vibration isolation, and therefore, it is unusual for groundborne vibration associated with on-road vehicle movement to be perceptible. Therefore, no impacts relative to vibration are expected as a result of the proposed Project and are not analyzed further herein.

5.2 Predicted Results
Based on the types and number of off-road equipment and vehicle types and trip rates, Project-related noise is propagated to the nearest sensitive receptors to estimate the maximum change in CNEL noise levels resulting from the proposed Project as summarized in Table 13. Modeled CNEL noise levels associated with the Project are illustrated in Figure 5. As shown in Table 13, Project-related on-road and off-road activities would not increase noise levels above City of Signal Hill noise standard of 75 dBA CNEL for industrial land uses at the Facility fence line or the City of Signal Hill noise standard for commercial areas of 65 dBA CNEL. Similarly, noise levels propagated to the nearest residential and other sensitive receptors (e.g., Long Beach Islamic Center and Sunnyside Cemetery) would not exceed the City of Signal Hill General Plan exterior noise threshold of 65 dBA CNEL at the nearby noise-sensitive land uses.

Table 13. Modeled Maximum Project Sound Levels.

Receptor
ID Sensitive Receptor Description
Modeled Project
Noise Level1
(dBA CNEL)
Noise Standard2
(dBA CNEL) Exceed Standard?
F1 Facility Fence Line - North 68.6 75 No
F2 Facility Fence Line - West 69.2 75 No
F3 Facility Fence Line - South 69.5 75 No
S1 K Wellness Holistic Health Spa (701 E. 28th St.) 46.1 70 No S2 Memorial Orthopedic Surgical Group (2760 Atlantic Ave.) 47.3 70 No S3 Atlantic Memorial Healthcare Center (2750 Atlantic Ave.) 46.6 70 No S4 Single-Family Residences (Lime Ave.) 44.1 65 No
S5 Cal Institute of EMT Training Institute (2669 Myrtle Ave.) 50.3 70 No S6 Commercial Building (901 E. 27th St.) 51.3 70 No
S7 Undershirt Inc. (931 E. 27th St.) 55.2 70 No
S8 Long Beach Islamic Center (995 E. 27th St.) 58.7 65 No S9 EDCO Customer Service Office (950 E. 27th St.) 53.1 70 No S10 Sunnyside Cemetery (1095 Ea. Willow St.) 60.4 65 No S11 Commercial Building (999 E. Willow St.) 62.6 70 No
S12 Willow Springs Park (2745 Orange Ave.) 46.0 65 No
Notes:

Noise Technical Report
Project Noise Prediction | 5-3
1 Modeled CNEL noise level is associated with Project-related mobile sources and off-road equipment is the 24-hour average Leq with a 10 dBA weighting added during the hours of 10:00 pm and 7:00 am and a 5 dBA weighting added during the hours of 7:00 pm to 10:00 pm to account for noise sensitivity in the evening, nighttime, and early morning.

10. 2 The Noise Standard reflects the Exterior Compatibility Criteria for the respective land use from the City of Signal Hill General Plan, Noise Compatibility Criteria by Land Use (see Table 9 above) as applied to Project operations.

Noise Technical Report
Project Noise Prediction | 5-4
Figure 5. Modeled Project Noise Levels (CNEL)
Noise Technical Report
Conclusions | 6-1
SECTION 6 Conclusions
Based on the SoundPLAN modeling of the Project, anticipated Project-related noise levels would not exceed local thresholds nor would it result in an increase in ambient noise levels above the presumed ambient noise levels for the respective land uses. Thus, the Project would comply with local guidelines set forth in the City’s Noise Element and Noise Ordinance. Therefore, the Project would not generate significant noise levels that would disturb noise-sensitive land uses (i.e., residential, commercial, and other sensitive land uses) in the vicinity.

Noise Technical Report
References | 7-1
SECTION 7 References
California Department of Transportation (CalTrans). 2013. Technical Noise Supplement to the Traffic Noise Analysis Protocol. September 2013. Available: https://dot.ca.gov/-/media/dotmedia/programs/environmental-analysis/documents/env/tens-sep2013-a11y.pdf. Accessed:

June 9, 2023.

California Department of Transportation (CalTrans). 2020. Transportation Construction and Vibration Guidance Manual. April 2020. Available at: https://dot.ca.gov/-/media/dotmedia/programs/environmental-analysis/documents/env/tcvgm-apr2020-a11y.pdf. Accessed:

June 9, 2023.

California Office of Planning and Research (OPR). 2017 (August). State of California General Plan Guidelines. Sacramento, CA. Available at: http://opr.ca.gov/docs/OPR_COMPLETE_7.31.17.pdf.

Accessed: June 9, 2023.

City of Signal Hill. 2009. Noise Element of the General Plan. Available online at:
https://www.cityofsignalhill.org/DocumentCenter/View/313/Noise-element?bidId=. Accessed December 22, 2023.

EDCO Signal Hill. 2024. Personal Communication. January 17, 2024.

Federal Highway Administration (FHWA). 2006. Construction Noise Handbook. Available at:
https://www.fhwa.dot.gov/environment/noise/construction_noise/handbook/. Accessed: June 9, 2023.

Federal Highway Administration (FHWA). 2011. Highway Traffic Noise: Analysis and Abatement Guidance. FHWA-HEP-10-025. Available at:
http://www.fhwa.dot.gov/environment/noise/regulations_and_guidance/analysis_and_abatem ent_guidance/revguidance.pdf. Accessed: June 9, 2023.

Federal Highway Administration (FHWA). 2018. Noise Measurement Handbook. FHWA-HEP-18-065.

June 2018. Available at:
https://www.fhwa.dot.gov/ENVIRonment/noise/measurement/handbook.cfm. Accessed: June 9, 2023.

Federal Transit Administration (FTA). 2018. Transit Noise and Vibration Assessment Manual. Available at: https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/researchinnovation/118131/transit-noise-and-vibration-impact-assessment-manual-fta-report-no0123_0.pdf. Accessed: June 9, 2023.

United States Environmental Protection Agency (USEPA). 1974. Information on Levels of Environmental Noise Requisite to Protect Public Health and Welfare with an Adequate Margin of Safety.

Available at: https://nepis.epa.gov/Exe/ZyPDF.cgi/2000L3LN.PDF?Dockey=2000L3LN.pdf.

Accessed: June 9, 2023.