HomeMy WebLinkAbout12. AQIP
Freeway Commercial North
Air Quality Impact Plan
(AQIP)
April 2018
Project Sponsor/Applicant:
Baldwin & Sons
610 West Ash Street, #1500
San Diego, CA 92101
(619) 234-4050
Contact: Nick Lee
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Table of Contents
1. Executive Summary ......................................................................................................... 1
A. Intent of AQIP ................................................................................................................. 1
B. Community Site Design Goals ....................................................................................... 1
C. Planning Features .......................................................................................................... 2
2. Introduction ...................................................................................................................... 4
A. Need for AQIP ................................................................................................................ 4
B. AQIP as Tool for Implementation of Ordinances ............................................................ 4
2a. Purpose & Goals ............................................................................................................ 5
A. Purpose of AQIP ............................................................................................................ 5
B. Regulatory Framework Related to Air Quality ................................................................ 5
Figure 1: Ambient Air Quality Standards Matrix ............................................................ 6
Figure 2: APC Air Quality Emissions Budget................................................................. 7
3. Project Description ......................................................................................................... 11
Figure 3: SPA Land Use Plan ....................................................................................... 12
Figure 4: Site Plan Illustration ....................................................................................... 13
4. Effect of Project on Local/Regional air Quality ............................................................... 14
Figure 5: Project Operational Emissions ...................................................................... 15
5. Quantitative Project Design Evaluation .......................................................................... 17
Table ES1: LEED-ND v2009 Equivalency Scorecard .................................................. 18
Table ES2: Cross-Walk to Corresponding INDEX Indicators ....................................... 20
6. Community Design and Site Planning Features ............................................................. 21
Figure 6: Community Design and Site Plan Features ................................................. 21
7. Chula Vista CO2 Reduction Plan .................................................................................... 23
Figure 7: Consistency with CO2 Reduction Action Measures ....................................... 25
8. Credit Towards Increase Minimum Energy Efficiency Standards ................................... 28
9. Compliance Monitoring .................................................................................................. 29
Figure 8: Air Quality Improvement Plan Compliance Checklist .......................................... 29
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1. EXECUTIVE SUMMARY
A. Intent of AQIP
This Air Quality Improvement Plan (AQIP) has been prepared in conjunction with the Otay Ranch Freeway
Commercial Sectional Planning Area (SPA) Plan amendment, required for the proposed development of
Freeway Commercial North (FC-2) site as a mixed-use project. The Otay Ranch Freeway Commercial SPA
plan covers both Freeway Commercial South site, which was developed as Otay Ranch Town Center mall
in 2006, and Freeway Commercial North site. The two parcels correspond to two major ownerships of the
property. Because of the independent ownerships, project plans have been designed and structured to
allow the two parcels develop separately but in a coordinated manner.
The purpose of the AQIP is to provide an analysis of air pollution impacts that would result from the
proposed development in FC-2 and to demonstrate how the site design reduces vehicle trips, maintains or
improves traffic flow, reduces vehicle miles traveled, and reduces direct or indirect greenhouse gas (GHG)
emissions. This AQIP also demonstrates how FC-2 has been designed consistent with the City’s Green
Building Standards, (CVMC 15.26) and Energy Code (15.12) and represents the best available design in
terms of improving energy efficiency and reducing GHG emissions. GHG emissions include gases such as
Carbon Dioxide (CO2), Methane (CH4), and Nitrous Dioxide (N20). They occur both naturally, and are
produced by human activities, such as by automobile emissions and emissions from production of
electricity to provide power to homes and businesses. These gases prevent heat from escaping the earth’s
atmosphere, while allowing in sunlight, which has the affect of warming the air temperature. Applicable
action measures contained in the City’s Carbon Dioxide (CO2) Reduction Plan are also addressed.
B. Community Site Design Goals
Otay Ranch is a 23,000-acre master-planned community and includes a mix of land uses within 20 villages
and/or planning areas. FC-2 is a mixed use site proposed to be developed with two commercial hotels, up
to 900 multi-family residential units, 15,000 sq. ft. mixed use commercial retail, and a 2-acre public park.
The project is located south of Olympic Parkway and east of SR-125.
The proposed project establishes a unified walkable mixed-use plan for the FC-2 site. It is intended to
enhance living, working, shopping, and transit options in the area. It creates a walkable neighborhood that
offers urban-style, smaller-scale living accommodations within walking distance to the already established
local shops, services, schools, entertainment and dining, as well as a regional system of trails and open
spaces.
The vision for this community is to develop a cohesive neighborhood with inter-connected uses and
densities. The mix of proposed residential, commercial, and community uses is intended to provide a
mixed-use environment that serves the needs of residents and employees. The increased density and
housing choices will provide additional ridership opportunities for the regional Bus Rapid Transit and local
bus system increasing the viability of transit and reducing automobile dependence. The densities and
design patterns envisioned for FC-2 focus on promoting a walkable and bikeable community with less
emphasis on automobile trips.
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C. Planning Features
FC-2 project includes the following planning features to achieve the community site design goals:
Land Use features:
1) Integrated Circulation System. Project residents and visitors are afforded non-automobile related
circulation options that include walking, bicycling, and transit. Town Center Drive – the main roadway
with ground-floor mixed use commercial – as well as interior streets – are designed to provide a
comfortable walking environment.
2) Mixed Uses. A 36-acre project houses a mix of residences, shops, restaurants, a park, and hotels. This
type of development makes it easy for residents, visitors and employees to walk or bike to destinations,
helping to efficiently connect the city’s neighborhoods through sustainable mobility.
3) Residential Density. The high-density multi-family project is intended to promote walking and biking as
a feasible alternative to driving due to reduced distances and the resulting close proximity of various
services and destinations.
4) Street Widths, Pavement and Street Trees. Otay Ranch street sections are narrower than typical
standards which reduces asphalt pavement and the "urban heat-island effect" by limiting the amount of
reflective surfaces. Street trees provide shade which further reduces heat-gain. Widened landscape
medians and parkways to reduce paving, thereby reducing heat gain and the demand for air
conditioning. Street trees within the parkways and medians provide shade to further reduce ambient air
temperatures.
5) Public Transportation. The design plan for the development is transit ready. In conformance with
General Plan policy, public transportation is an integral part of Otay Ranch. Public transit lines and
stops are integrated into the plan and are adjacent to the project. This is intended to help reduce the
dependence on the passenger vehicle and encourage walking, biking, and transit trips. Bus Rapid
Transit service is planned along the southern boundary of the site. In addition, Local Bus routes 709,
707, and 635 serve the project, with an additional new bus stop proposed near the hotels.
6) Alternative Travel Modes. FC-2 site will be connected to the regional trail network and will feature
sharrow lanes through the project. Sidewalks will be provided throughout the project site. All internal
roadways are designed to local street standards with speed limits of 25 to 30 mph. Slow traffic speeds
are conducive to both walking and bicycling and provide the necessary linkage to the regional bicycle
circulation network.
Building and Design Element Features:
1) Use of low-VOC paints as required under SDAPCD Rule 67.
2) Project-wide recycling as required under the County's recycling Ordinance.
3) Energy efficiency as required under the 2016 California Energy Code and CalGreen.
4) Indoor residential appliances that carry the Environmental Protection Agency's (EPA)
ENERGYSTAR® certification, as applicable and feasible.
5) Inclusion of all residential units in the local utility demand response program to limit peak energy
usage for cooling.
6) Indoor residential plumbing products that carry the EPA's WaterSense certification.
7) Passive solar design and building orientation principles to take advantage of the sun in the winter
for heating and reduce heat gain and cooling needs during summer.
8) Energy efficient lighting for streets, parks, and other public spaces as well as for private
development projects.
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9) Installation of only electric or natural gas fireplaces in new development. No wood burning
fireplaces are permitted.
10) Installation of solar water heater preplumbing.
11) Installation of solar photovoltaic prewiring.
12) Installation of residential graywater stub-out.
Landscape Features:
1) Watering three times daily to control fugitive dust to meet the requirements SDAPCD.
2) High-efficiency irrigation equipment, such as evapotranspiration controllers, soil moisture
controllers and drip emitters for all projects that install irrigation water meters, per the City of Chula
Vista Landscape Water Conservation Ordinance of the City of Chula Vista Municipal Code Chapter
20, Section 12.
3) Water efficient vegetation, including native species, planted in public and private landscape areas.
4) Natural turf in residential development limited to no more than 30% of the outdoor open space.
5) Vertical landscape elements, such as trees, large shrubs, and climbing vines, shall be installed in
order to shade southern and western building facades to reduce energy needs for heating and
cooling.
6) Compliance with the City's Shade Tree Policy for parking lot design to achieve 50% shade cover in
five to fifteen years through tree canopies, shade structures, or light colored "cool" paving.
D. Modeled Effectiveness of Community Design
With implementation of the proposed site design features, the project is consistent with the City of Chula
Vista INDEX CO2 model requirements, as shown in Tables ES1 and ES2 which describe the LEED-ND
equivalency analysis (LEA) prepared for the project.
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2. INTRODUCTION
A. Need for an AQIP
The objective of this AQIP is to fulfill the City of Chula Vista’s Growth Management policy to improve air
quality from existing conditions. As the result of rapid development not keeping pace with the demand for
facilities and improvements, the City Council adopted Growth Management policy measures that would
prohibit new development to occur unless adequate public facilities, improvements and environmental
quality of life standards were put in place. The purpose of City of Chula Vista’s Growth Management
ordinance (CVMC Chapter 19.09) is to provide the following:
1. Provide quality housing opportunities for all economic sections of the community;
2. Provide a balanced community with adequate commercial, industrial, recreational and open space
areas to support the residential areas of the City;
3. Provide that public facilities, services and improvements meeting City standards exist or become
available concurrent with the need created by new development;
4. Balance the housing needs of the region against the public service needs of Chula Vista residents and
available fiscal and environmental resources;
5. Provide that all development is consistent with the Chula Vista general plan;
6. Prevent growth unless adequate public facilities and improvements are provided in a phased and
logical fashion as required by the general plan;
7. Control the timing and location of development by tying the pace of development to the provision of
public facilities and improvements to conform to the City’s threshold standards and to meet the goals
and objectives of the growth management program;
8. Provide that the air quality of the City of Chula Vista improves from existing conditions;
9. Provide that the City of Chula Vista conserves water so that an adequate supply be maintained to
serve the needs of current and future residents.
This AQIP is provided in accordance with CVMC 19.09.050B. The Growth Management Ordinance requires
that no application for a SPA Plan or Tentative Map shall be deemed complete or accepted for review
unless an AQIP is provided and approved as part of the approval of the SPA Plan or Tentative Map by the
City.
B. AQIP as Tool for Implementation of Ordinances
This AQIP has been prepared based on the best available design practices and also serves to implement
several of the key aspects of the City’s CO2 Reduction Plan, the Green Building Standards (CVMC Chapter
15.26) and the City's Energy Code (CVMC 15.12).
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2a. PURPOSE & GOALS
A. Purpose of AQIP
The purpose of the AQIP is to provide an analysis of air pollution impacts that would result from
development of the FC-2 site and to demonstrate how the project design reduces vehicle trips, maintains or
improves traffic flow, reduces vehicle miles traveled, and reduces direct or indirect greenhouse gas (GHG)
emissions. This AQIP also demonstrates how the project has been designed consistent with the City’s
Green Building Standards, (CVMC 15.26) and Energy Code (15.12) and represents the best available
design in terms of improving energy efficiency and reducing GHG emissions. GHG emissions include
gases such as Carbon Dioxide (CO2), Methane (CH4), and Nitrous Dioxide (N20). They occur both
naturally, and are produced by human activities, such as by automobile emissions and emissions from
production of electricity to provide power to homes and businesses. These gases prevent heat from
escaping the earth’s atmosphere, while allowing in sunlight, which has the effect of warming the air
temperature. Applicable action measures contained in the City’s Carbon Dioxide (CO2) Reduction Plan are
also addressed.
B. Regulatory Framework Related to Air Quality
There are a number of actions that Federal, State and Local jurisdictions have taken to improve air quality,
increase energy efficiency, and reduce GHG emissions. This section summarizes those actions.
Air quality is defined by ambient air concentrations of specific pollutants determined by the Environmental
Protection Agency (EPA) to be of concern with respect to the health and welfare of the public. The subject
pollutants monitored by the EPA include the following:
Carbon Monoxide (CO),
Sulfur Dioxide (SO2),
Nitrogen Dioxide (NO2),
Nitrogen Oxides (NOx)
Ozone (O3),
Respirable 10- and 2.5-micron particulate matter (PM10 and PM2.5),
Volatile Organic Compounds (VOC),
Reactive Organic Gasses (ROG),
Hydrogen Sulfide (H2S),
Sulfates,
Lead (Pb),
Vinyl Chloride, and
Visibility reducing particles (VRP).
The EPA has established ambient air quality standards for these pollutants. These standards are called the
National Ambient Air Quality Standards (NAAQS). The California Air Resources Board (CARB)
subsequently established the more stringent California Ambient Air Quality Standards (CAAQS). Both sets
of standards are shown in Figure 1 on the following page. Areas in California where ambient air
concentrations of pollutants are higher than the state standard are considered to be in “non-attainment”
status for that pollutant.
Regulation of air emissions from non-mobile sources within San Diego County has been delegated to the
San Diego County Air Pollution Control District (APCD). As part of its air quality permitting process, the
APCD has established thresholds for the preparation of Air Quality Impact Assessments (AQIAs) and/or Air
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Quality Conformity Assessments (AQCAs). APCD has also established an “emissions budget” or Regional
Air Quality Strategy (RAQS) for the San Diego Air Basin. This budget takes into account existing
conditions, planned growth based on General Plans for cities within the region, and air quality control
measures implemented by the APCD.
Figure 1: Ambient Air Quality Standards Matrix
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According to a report by the California Air Pollution Control Officers' Association (CAPCOA), 2013 was the
cleanest year on record for the APCD. Accordingly, in 2013, the U.S. EPA redesignated the APCD as an
attainment area for the 1997 8-hour federal ozone standard. The APCD has also been designated as a
marginal non-attainment area for the more health-protective 2008 8-hour federal ozone standard, and
monitoring data show continued progress toward achieving this standard (marginal non-attainment requires
attainment by the year 2015). The APCD also continues to meet all air quality standards for PM2.5,
including the tightened annual standard that the U.S. EPA promulgated in early 2013, which brings the
federal standard in line with the state standard.
Figure 2 shows the APCD air quality emissions budget.
Figure 2: APCD Air Quality Emissions Budget
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Summary of Energy Efficiency Standards
Title 24, Part 6 of the California Building Standards Code regulates energy use including space heating and
cooling, hot water heating, and ventilation. The energy code allows new buildings to meet a “performance”
standard that allows a builder to choose the most cost effective energy saving measures to meet the
standard from a variety of measures. These choices may include the following:
Added insulation,
Improved windows,
Radiant barriers,
Cool roofs,
Improved HVAC systems,
Alternative heating and cooling systems,
More efficient water heating systems, and
More efficient lighting systems.
The California Energy Commission's (CEC) 2013 Building Energy Efficiency Standards are 25% more
efficient than previous standards for residential construction and 30% better for nonresidential construction.
These standards took effect on July 1, 2014. On average, the standards increase the cost of constructing a
new home by $2,290 but will return more than $6,200 in energy savings over 20 years. These new energy
efficiency standards are designed toward the "Zero Net Energy" (ZNE) goal for new homes by 2020 and
commercial buildings by 2030. The ZNE goal means that new buildings must use a combination of
improved efficiency and distributed renewable generation to meet 100 percent of the annual energy need.
The City's Energy and Water Conservation Regulations (CVMC 20.04) require that all new residential units
include the necessary plumbing to encourage the later installation of solar hot water heating. In addition,
the electrical conduit necessary for installation of solar photovoltaic system is also required for all new
residential units.
Water-related energy use consumes 19 percent of California’s electricity, 30 percent of its natural gas, and
88 billion gallons of diesel fuel every year. The water-related energy use includes water and wastewater
treatment as well as the energy needed to transport the water from it source (either northern California or
the Colorado River). California Green Building Code Title 24, Part 11 (CALGreen) requires that indoor
water use be reduced through stringent new water fixture flow rates. The City has also reduced the demand
for outdoor water use through the adoption of the Landscape Water Conservation requirements (CVMC
20.12). The City of Chula Vista recently adopted a residential graywater sub-out requirement to allow the
future installation of a clothes washer graywater irrigation system (CVMC 15.28.020).
CALGreen also requires that a minimum of 50% all new construction waste generated at the site be
diverted to recycle or salvage. Additionally, the State has set per capita disposal rates of 5.3 pounds per
person per day for the City of Chula Vista. The City requires new construction to divert 100% of the inert
waste and not less than 50% of the remaining waste generated during construction (CVMC 8.25.020).
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Summary of Greenhouse Gas (GHG) Reduction
Greenhouse gasses (GHGs) include carbon dioxide (CO2), methane (CH4) and nitrous oxide (N20). These
gases allow solar radiation (sunlight) into the Earth's atmosphere but prevent radiative heat from escaping,
thus warming the earth's atmosphere. GHGs are emitted by both natural processes and human activities.
As directed by Assembly Bill (AB) 32, the Climate Change Scoping Plan (December 2008 prepared by
CARB) includes measures to reduce statewide GHGs to 1990 levels by 2020 from forecasted business-as-
usual (BAU) 2020 emissions. Recent guidance in the draft AB32 2017 Scoping Plan has identified
a local government per capita GHG emission goal of 6 MT CO₂e by 2030 and 2 MT CO₂e by 2050.
The majority of the reduction strategies are to come from the two sectors that generate the most CO2
emissions statewide: transportation and electricity generation. The majority of the reduction in
transportation-related and energy-related CO2 emissions are to be achieved through statewide regulatory
mandates affecting vehicle emissions and types of fuel the vehicles use, public transit, and public utilities.
The remaining reductions are to be achieved through direct regulation and price incentive measures
affecting oil and gas extraction industries and forestry practices (including increased tree planting
programs).
BAU is defined as the emissions that would have occurred in the absence of reductions mandated under
AB 32, including CHG reductions from the following:
• Implementation of Pavley 1 and Pavley 2 motor vehicle standards.
Pavley regulations establish specific GHG emissions levels for both passenger cars and light-duty
trucks. The standards become more stringent each year through 2016.
• Implementation of the Low Carbon Fuel Standard (LCFS).
CARB has also adopted a LCFS that sets carbon reduction standards for the types of fuels that
can be sold in California, particularly renewable fuels. This will reduce the GHG emissions even if
total fuel consumption is not reduced.
• Implementation of the Renewable Portfolio Standard (RPS).
RPS requires investor-owned utilities, electric service providers, and community choice
aggregators to increase renewable energy resources to 33% by 2020.
• Increased energy efficiency measures codified in Title 24 as of 2016.
BAU uses the energy efficiency standards codified in Title 24 as of 2005.
• Implementation of Federal Corporate Average Fuel Economy (CAFE) standards.
The CAFE standards determine the fuel efficiency of certain vehicle classes.
The three most applicable measures to land use planning and development within the City of Chula Vista’s
control include the Regional Transportation-related GHG targets, support for the Million Solar Roofs
program, and energy efficiency measures. Since the early 1990s, the City has been engaged in multiple
climate change forums including the United Nations Framework Convention on Climate Change
(UNFCCC), the Cities for Climate Protection campaign and the U.S. Conference of Mayor’s Climate
Protection Agreement. The key plans and ordinances that the City has adopted and implemented to
achieve citywide GHG emissions reductions are summarized below.
Each participant in the International Council of Environmental Initiatives (ICLEI) was to create local policy
measures to ensure multiple benefits in the City and at the same time identify a carbon reduction goal
through the implementation of those measures. In its CO2 Reduction Plan developed in 1995 and officially
adopted in 2000, Chula Vista committed to lowering its CO2 emissions by diversifying its transportation
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system and using energy more efficiently in all sectors. To focus efforts in this direction, the City adopted
the CO2 reduction goal of 20% below 1990 levels by 2010. In order to achieve this goal, specific actions
were identified, which when fully implemented, were anticipated to save 100,000 tons of CO2 each year.
The 2008 GHG Emissions Inventory noted that compared to 1990, Chula Vista’s citywide GHG emissions
have increased by 29%, however, per capita and per housing unit levels are approximately 25% and 17%
below 1990 levels, respectively. The Climate Change Working Group (CCWG) helped develop
recommendations to reduce the community’s GHGs in order to meet the City’s 2010 GHG emissions
reduction targets. The CCWG ultimately chose seven measures that were adopted by the City Council and
the horizon date was delayed until 2012 instead of 2010.
During 2014, a CCWG reconvened to help update the City's Climate Action Plan. Specifically, the CCWG
developed recommendations, through an open and transparent public process, for new greenhouse gas
reduction strategies to assist Chula Vista in reaching its carbon reduction goals.
The most recent plan is the 2017 Climate Action Plan (CAP) which was adopted by City Council on
September 26, 2017. New guidance, including the 2017 draft AB 32 Scoping Plan Update, lists a local
government per capita, or person, reduction goal of 6 MT CO2e by 2030 and 2MT CO2e by 2050.
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3. PROJECT DESCRIPTION
The FC-2 site is entitled for the construction of 600 multi-family residential units, 15,000 square-feet of
commercial space in a mixed-use format, and 2.0 acres of public parkland, as shown on Figures 3 and 4. A
SPA Plan Amendment is required to add 300 multi-family units to the existing entitlement.
The mixed-use residential would be located along Town Center Drive and would consist of ground floor
commercial with residential above (approximately 600 units) on approximately 10.4 acres, resulting in a
density of 58.5 dwelling units per acre. These residential units would be comprised of studio units, and one-
and two-bedroom units.
The residential land uses within the western portion of the site would be comprised of approximately 290
multi-family units at the density of approximately 18 dwelling units per acre. The land uses for the western
residential area would include a variety of building heights to enhance the visual appearance and to avoid
adverse bulk and massing. Shared one-way streets for pedestrian, vehicular, and bicycle use, would be
included in the circulation plan for this area.
The park is located near the center of the site and would be available for use by residents, retail
employees, hotel guests, and visitors. The design of the park would incorporate flexibility for events for all
potential users (hotel, residents, the City, etc.). The park would include an open lawn area, shaded picnic
grove area, a water feature, food truck parking and plaza, a location for outdoor screening of movies,
amphitheater seating, a boulder field, and hillsides.
Town Center Drive generally bisects the site in a north to south direction. The design of Town Center Drive
would promote a walkable, safe, and visually appealing roadway. The roadway would have a narrower
street to encourage slower travel and multimodal travel, angled parking, a landscaped median, landscaped
buffers along the edges, and wide pedestrian sidewalks.
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Figure 3: SPA Land Use Plan
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Figure 4: Site Plan Illustration
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4. EFFECT OF PROJECT ON LOCAL/REGIONAL AIR QUALITY
This section includes a generalized discussion of the short-term and long-term effects on local and regional
air quality including its contribution to global climate change.
The project site is currently served by three Metropolitan Transit Service (MTS) Routes. The project is also
anticipating future BRT service along the future extension of East Palomar Street adjacent to the southern
boundary of the project site.
Construction Related Emissions
Air pollutant emission sources during project construction include exhaust and particulate emissions
generated from construction equipment; fugitive dust from site preparation, grading, and excavation
activities; and volatile compounds that evaporate during site paving and painting of structures. Because of
their temporary nature, construction activity impacts have often been considered as having a less-than-
significant air quality impact. However, the cumulative impact from all simultaneous construction in the
basin is a contributor to the overall pollution burden.
Construction emissions as estimated in the air quality technical report would be below all significance
thresholds for criteria air pollutants, and would not exceed those levels identified in the project FEIR. The
site would be watered at least three times daily to control fugitive dust emissions, and vehicle speeds would
not exceed 15 miles per hour, per FEIR mitigation measure 5.4-2. In addition, low-VOC paints would be
utilized during architectural coatings. With incorporation of these design features, construction emissions
were estimated to be below construction emissions estimated in the FEIR. The FEIR also identified
mitigation measures 5.4-1 and 5.4-2, which reflect dust control measures and measures to reduce VOC
and NOx emissions.
This development is subject to SDAPCD Rule 55 - Fugitive Dust Control that requires restrictions of visible
emissions of fugitive dust beyond the property line. Construction fugitive dust will be reduced by
implementing the following dust control measures:
• Watering active grading sites and unpaved roads three times daily to control fugitive dust to meet
the requirements of SDAPCD Rule 55.
• Use of low-VOC as required under SPAPCD Rule 67.0.
• Replacement of ground cover as quickly as possible.
• Reducing speeds on unpaved roads to 15 miles per hour or less.
• Reduce dust during loading and unloading operations.
According to the Air Quality Report update memorandum, maximum daily emissions of all criteria pollutants
would be below the significance thresholds for all criteria pollutants except NOx.
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Operational Related Emissions
Operational impacts associated with the FC-2 project would include impacts associated with vehicular
traffic, as well as area sources such as energy use, consumer products use, and architectural coatings use
for maintenance purposes. Emissions associated with project operations were estimated in the Air Quality
Report using the CalEEMod Model. With reductions for a mix of uses and access to transit (15%), the net
project trip generation would be 7,681 ADT.
Figure 5 provides a summary of the estimated operational emissions for the project.
Figure 5: FC-2 Project Operational Emissions
Table 3 Criteria Pollutant Emissions from Proposed Project (lbs/day) From CalEEMod Model, Version 2016.3.1
VOC NOx CO SO2 PM10 PM2.5
Maximum Daily Emissions 53.21 85.56 277.42 0.69 48.78 14.60
SCAQMD Significance
Threshold, lbs/day
55 55 550 150 150 55
Above Threshold? No Yes No No No No
As shown in above table, operational emissions associated with the project would be below the significance
criteria for operations for all criteria pollutants except NOx. NOx emissions are associated vehicles. NOx is
produced from the reaction of nitrogen and oxygen gases in the air during combustion, especially at high
temperatures. With future years, vehicle emissions would decrease due to phase-out of older, more
polluting vehicles, and would be below the significance threshold of 55 lbs/day by the year 2025. NOx
emissions would exceed the significance threshold for a temporary period, but would eventually be reduced
below the City’s significance thresholds. Emissions are well below the levels reported in the 2002 EIR
(314.55 lbs/day), and therefore no new air quality impact is identified. No additional mitigation measures
are proposed. All applicable measures have already been incorporated into the SPA plan, such as
provision of bike lanes, providing services near residences, and providing transit support facilities such as
bus stops. There are no other feasible mitigation measures available at the project level to reduce vehicular
emissions other than reducing vehicle trips.
The project trip generation rates account for a reduction in vehicle trips that would occur as a result of the
mixed-use areas and proximity to transit use proposed as part of the SPA plan. In addition, future vehicular
emissions may be lower than estimated due to increasingly stringent California fuel efficiency requirements.
Some measures cannot be implemented at the SPA level, such as providing video-conference facilities in
work places or requiring flexible work schedules. Additionally, there are no feasible mitigation measures
currently available to reduce area sources of emissions without regulating the purchases of individual
consumers.
The project will provide a mixed-use development with access to transit. This purpose meets the goals of
the Regional Air Quality Strategy (RAQS) and the State Implementation Plan (SIP), which include
measures to encourage transit use and mixed-use developments. As indicated in the Traffic Analysis (Chen
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Ryan 2017), the project would achieve a 15% reduction in vehicle trips by providing a mix of uses and
access to transit. Accordingly, the project will meet the goals of the RAQS and SIP to reduce vehicle trips
and therefore to improve air quality. The impacts associated with operations would be less than significant
by the year 2025. Emissions are below the levels evaluated in the 2002 EIR, and no new air quality impacts
are identified. No additional mitigation measures are required. Furthermore, the potential for health risks to
residents of the project from surrounding land uses was evaluated in a screening health risk analysis. No
adverse health risks would result from exposure to existing land uses. The project would therefore not
result in a significant direct or cumulative impact on the ambient air quality.
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5. QUANTITATIVE PROJECT DESIGN EVALUATION
Criterion Planners Inc. has performed a quantitative analysis for FC-2 project using Option (2): Alternative
Modeling Programs, specifically LEED-ND equivalency analysis (LEA).
This analysis only pertains to the FC-2 site, and represents implementation of the 2004 full Freeway
Commercial SPA AQIP which acknowledged that detailed FC-2 site planning had not yet occurred. With
that planning now complete, sufficient data is available to support an LEA and fulfill the SPA AQIP
requirements for FC-2.
• LEED-ND criteria are proposed as being more appropriate than INDEX indicators for FC-2 for four
reasons:
• INDEX indicators and thresholds were originally developed using residential pilot projects in
contrast to the mixed uses of FC-2. This difference was acknowledged in the 2004 full SPA AQIP,
Section II.7.3.
• INDEX indicators are primarily internal-focused, whereas FC-2 is an infill project whose AQIP value
derives in large part from surrounding uses that will interact with FC-2 uses. LEED-ND criteria
measure these benefits to a greater and more accurate extent.
• The INDEX approach uses only 16 indicators, whereas LEED-ND has 56 indicators that are able to
characterize a project much more comprehensively and thoroughly, and ultimately capture more
contributors to GHG emission reductions.
• The underlying basics of the INDEX approach are nearly 15 years old, in contrast to LEED-ND’s
latest update in 2014. Consequently, current best practices in urban design, green infrastructure,
and resilient neighborhoods are not addressed by INDEX indicators, but are covered by LEED-ND
criteria.
Based on the amended FC-2 site development plan, the LEA finds that the amended FC-2 plan results in
minor ND criteria changes (residential density, residential share of total floor area, diversity of residential
units), but the changes are so small as to not alter the original SPA plan ND score of 56 points (see
following amended scorecard table). Based on Criterion’s original development of the INDEX indicator
thresholds for the City, and the firm’s experience certifying over 100 LEED-ND projects nationally, they
have concluded that a base ND certification of 40 points is the functional equivalent of the INDEX
thresholds, and a score of 56 points therefore represents a notable exceedance of the thresholds, and clear
AQIP compliance.
Table ES2 identifies the INDEX indicators which correspond to each of the LEED ND credits achieved by
FC North. Each INDEX indicator has at least one corresponding ND credit, and on average each indicator
has four corresponding ND credits. Where it matters the most for GHG emissions, auto driving and building
energy, the ND coverage jumps to 10 and 8 credits, respectively. Overall, the ND approach is able to
double or triple the depth and extent of measurements in relation to INDEX indicators.
Air Quality Improvement Plan
Freeway Commercial North
18
Otay Ranch FC-2 SPA Amendment - LEED-ND v2009 Equivalency Scorecard
LEED-ND v2009
Prerequisites &
Credits
Options
Amended FC
North
Prerequisite
Compliance &
Equivalency
Points
Amended FC North Notes
SLLp1 Smart Location Transit served
Yes
50% of dwellings & business within 1/2-mile
walk of 179 weekday transit trips and 46
weekend daily trips (inclusive of
BRT)
SLLc1 Preferred
Locations
1. Location type 3 Infill site, not previously developed
2. Connectivity 1 200 intersections/sq mi
SLLc3 Reduced Auto
Dependence
1. Transit served 3 Weighted allocation of points based on 179
weekday trips & 46
weekend daily trips (inclusive of BRT)
SLLc4 Bike Network Bicycle network 1 Existing bicycle network of at least 5 miles
within 1/4-mile
bicycling distance of project boundary
SLLc5 Housing/Jobs
Proximity
1. Affordable residential
infill
3
71% residential share of total floor area, and
geographic center of project within 1/2-mile
walk distance of more than 900 jobs
SLLc6 Steep Slopes 1. No slope over 15% 1 No substantive slopes over 15%
SLLc7 Habitat Site
Design
1. No habitat 1 No significant habitat
NPDp1 Walkable
Streets
Yes
90% of public-space facing building
frontages with entries connected to
sidewalks; 15% of street frontages with a
building height to street width ratio of 1:3;
90% of streets with sidewalks on both sides;
and less than 20% of street frontages
devoted to garage or service bay openings
NPDp2 Compact
Development
Yes Residential density of 33.7 DU/acre, and
non-residential
density of 1.5 FAR (weighted between retail
and hotels)
NPDp3 Connected &
Open
Yes
Internal connectivity of 200 intersections/sq
mi, and perimeter through-connections at
least every 800 feet, except where
physically-infeasible
(Continued on next Page)
Air Quality Improvement Plan
Freeway Commercial North
19
LEED-ND v2009
Prerequisites & Credits
Options
Amended FC
North
Prerequisite
Compliance &
Equivalency
Points
Amended FC North Notes
NPDc1 Walkable Streets a. 25 ft setback
8
80% of street facing building façades no
more than 25 feet from
the property line
d. Entries every 75 ft Functional entries to buildings occur at an
average of 75 feet or
less
f. Ground-level glass
facades
Ground-level retail/service spaces with
clear glass on 60% of
façade
g. No blank walls Blank walls along sidewalks of no more
than 50 feet or 40% of
façade length
h. Unshuttered retail
windows
Ground-level retail/service spaces remain
un-shuttered at night
i. On-street parking On-street parking allowed on internal
streets
j. Sidewalks All streets have sidewalks on both sides
k. Ground floor dwellings
above grade
Ground-floor dwellings at least 24 inches
above grade
n. 20 mph residential
streets
20 mph residential streets
o. 25 mph non-re/mixed-
use streets
25 mph non-residential/mixed-use streets
p. Driveways limited Driveway widths are no more than 10% of
total street length
NPDc2 Compact
Development
Compact development 3 Residential density of 33.7 DU/acre, and
non-residential
density of 1.5 FAR (weighted between
retail and hotels)
NPDc3 Mixed Use
Centers
Mixed use centers 4 Over 19 diverse uses within 1/4-mile walk
of 50% of dwellings
NPDc4 Mixed
Income
1. Diverse housing types 2 SDI of 0.67
2. Affordable housing 2 10% of units up to 60% of AMI
3. Mixed Income Diverse
Communities
1 Options 1 and 2 bonus point
NPDc7 Transit Facilities Transit stop facilities 1 Transit stop planning/ongoing coordination
NPDc9 Access to Civic
Spaces
Access to civic spaces 1 90% of dwelling units within 1/4-mile walk
distance of civic
space
NPDc10 Access to
Recreation
Active rec space
outdoors/indoors
1 90% of dwelling units within 1/2-mile walk
distance of
recreational facilities
NPDc11 Visitability & Univ
Design
1. Residential units 1 100% of DU compliant
NPDc12 Community
Outreach
1. Community outreach 1 Consultation with stakeholders throughout
& communications
Ongoing
NPDc13 Local Food 1. Neighborhood gardens 1 Neighborhood garden planned
3. Farmers market Farmers market at Town Center
(Continued on next Page)
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20
LEED-ND v2009
Prerequisites &
Credits
Options
Amended FC North
Prerequisite
Compliance &
Equivalency Points
Amended FC North Notes
NPDc14 Tree-
Lined/Shaded
Streets
1. Tree-lined streets 1 60% of streets with shade trees at
least every 40 ft.
2. shaded streets 1 40% of sidewalks shaded
NPDc15 School Proximity School proximity
1
62% residential share of total floor
area, and 50% of dwelling units within
1/2-mile walk distance of elementary
& high
schools (with BRT crossing)
GIBp1 Certified Green
Building
Certified green building Yes One building assumed, consistent with
regional certification
rates
GIBp2 Minimum
Building Energy
Efficiency
Minimum building energy
efficiency
Yes California energy code exceeds
LEED-ND 2009 minimum
GIBp3 Minimum
Building Water
Efficiency
Minimum building water
efficiency
Yes California plumbing code exceeds to
LEED-ND 2009 minimum
GIBp4 Construction
Pollution
Prevention
Construction pollution
prevention
Yes California pollution prevention code
exceeds LEED-ND 2009
minimum
GIBc2 Energy Efficient
Bldgs
Energy efficient buildings 1 California energy code equates to
LEED-ND 2009 one-point
level of energy savings
GIBc3 Water Efficient
Bldgs
Water efficient buildings 1 California plumbing code equates to
LEED-ND 2009 one-point
level of water savings
GIBc4 Water Efficient
Landscaping
Water efficient landscaping 1 California water code exceeds LEED-
ND 2009 minimum
GIBc9 Heat Island
Reduction
3. Mix of roof & non-roof
measures
1 Mix of roof & non-roof measures on
75% of qualifying areas
GIB c13 Infrastructure
Energy Eff
Energy efficient
infrastructure
1 15% efficiency gain assumed
IDPc1 Innovation Exemplary performance 1 30+ diverse uses
IDPc2 Innovation Exemplary performance 1 Outdoor irrigation efficiency
IDPc3 Innovation Innovation 1 Achievement of SLLc5 Option 3 - non-
residential infill
IDPc4 Innovation Innovation 1 Environmentally-responsible
landscape maintenance program
assumed
IDPc2 LEED
Accredited
Professional
LEED AP on team 1 LEED AP assumed
RPc1 Regional
Priorities
Regional priorities 4 Building water efficiency, walkable
streets, shaded streets,
mixed use neighborhoods
Total equivalent points 56 Total Corresponding
LEED-ND Measurements
Equivalent certification
level
Silver
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6 COMMUNITY DESIGN AND SITE PLANNING FEATURES
This section describes the specific strategies that have been integrated into the project to create a
sustainable community, including those project attributes designed to reduce air quality impacts by
promoting walking and alternative travel modes, reducing vehicle miles traveled, and improving energy
conservation. Figure 6: Community Design and Site Plan Features includes the list of specific measures
that have been included in the FC-2 project.
Figure 6: Community Design and Site Plan Features
Transportation Related Measures
An integrated circulation system provides residents with non-automobile related circulation options that include
walking, bicycling, and transit.
The mix of proposed residential, commercial, and community uses provide a complementary, mixed-use
environment with a focus on promoting a walkable and bikeable community that promotes pedestrian activity in
and around the project.
Higher density uses support walking as distances are reduced, which results in lower GHG emissions from
vehicles.
Direct pedestrian links, including the proposed pedestrian bridge over the SR-125, extend from the surrounding
neighborhoods directly to the project site.
Bike lanes and bike racks will be provided through the project.
All internal roadways are designed to local street standards with speed limits of 25 to 30 mph. Slow traffic
speeds are conducive to walking and bicycling and provide the necessary linkage to the regional bicycle
circulation network.
LSVs may travel on all internal streets with a maximum travel speed of 35 miles per hour.
The current regional transit plan includes BRT transit lines the extension of East Palomar Street along the
southern boundary of the project.
A future local transit stop is planned at the southeast intersection of Olympic Parkway and Town Center Drive,
closest to the hotels and mixed use commercial uses.
Synchronization of the traffic lights is required as part of an individual development project with previously
installed traffic lights in order to reduce traffic congestion.
Energy Conservation Related Measures
All of the residential units will be multi-family, which use less energy for heating and cooling when compared to
single-family detached homes.
California Green Building Code Title 24, Part 11 (CALGreen) requires that a minimum of 50% all new
construction waste generated at the site be diverted to recycle or salvage. Additionally, the State has set per
capita disposal rates of 5.3 pounds per person per day for the City of Chula Vista. Reducing waste could
reduce the amount of vehicle trips transporting materials to and from the site.
CVMC 8.25.095 requires all new construction and demolition projects to divert 100% of inert waste (asphalt,
concrete, bricks, tile, trees, stumps, rocks and associated vegetation and soils resulting from land clearing from
landfill disposal); and 50% of all remaining waste generated. Contractors will be required to put up a
performance deposit and prepare a Waste Management Report form to ensure that all materials are
responsibly handled. Upon verification that the diversion goals have been met the performance deposit will be
refunded.
Utilize solar heating technology as practical. Generally, solar panels can be cost-effectively used to heat water
for domestic use and for swimming pools. Advances in solar technology in the future may make other
applications appropriate.
Enhance energy efficiency in building designs and landscaping plans.
Installation of solar water heater preplumbing.
Installation of solar photovoltaic prewiring.
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22
Installation of residential graywater stub-out.
Other Measures to Improve Air Quality
Install only electric or natural gas fireplaces in new development. No wood burning fireplaces are permitted.
When siting sensitive land uses such as residences, schools, day care centers, playgrounds and medical
facilities the recommendations set forth in Table 1-1 of California Air Resources Board’s (CARB) Land Use and
Air Quality Handbook (CARB 2004) will be use as a guideline. Specifically, new sensitive uses would not be
located within 50 feet of any typical-sized gas station (one that has a throughput of less than 3.6 million gallons
per year). No gas stations with a throughput of 3.6 million gallons per year or greater shall be developed within
the project.
Compliance with the City's Shade Tree Policy for parking lot design to achieve 50% shade cover in five to
fifteen years through tree canopies, shade structures, or light colored "cool" paving.
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7. CHULA VISTA CLIMATE ACTION PLAN
This section provides a comparative evaluation between the community/site design features and the energy
efficiency emission reduction action measures contained in the City’s Climate Action Plan (CAP) which was
adopted by City Council on September 26, 2017.
The City of Chula Vista original CO2 Reduction Plan adopted in November 2000, was intended to reduce
GHG emissions by 20% below 1990 levels. The CO2 Reduction Plan outlined steps for Chula Vista to
reduce energy consumption, promote alternative transportation and design transit-friendly, walkable
communities. The 2005 GHG emissions inventory indicated that Chula Vista’s annual citywide GHG levels
had increased by 35% since 1990 due primarily to residential growth. During the same period, the City
made significant progress in reducing annual per capita emissions by 17% and avoiding nearly 200,00 tons
of GHG emissions annually. In addition, GHG emissions from municipal sources decreased by 18% mainly
due to traffic signal energy-efficiency improvements. As a result of the 2005 Greenhouse Gas Emissions
Inventory Report, in 2008, the City Council directed the re-evaluated of the program and convened a
Climate Change Working Group (CCWG) to develop recommendations to reduce the community’s
greenhouse gas emissions or “carbon footprint” in order to meet the City’s 2010 greenhouse gas emissions
reduction targets. During the 2014 CCWG sessions, the City established a new plan of actions to take it
closer to achieving statewide goals of reducing GHG emissions to 15% below 2005 levels by 2020 and
55% by 2030. These Implementation Measures include the following:
I. WATER CONSERVATION & REUSE
Objective 1.1 – Water Education & Enforcement
Strategy 1. Expand education and enforcement targeting landscape water waste.
Objective 1.2 – Water Efficiency Upgrades
Strategy 1. Update the City’s landscaping regulations to promote more water‐wise
designs.
Strategy 2. Require water‐savings retrofits in existing buildings at a specific point in time.
Objective 1.3 – Water Reuse Plan & System Installations
Strategy 1. Develop a Water Reuse Framework for storm water, graywater, and onsite
water reclamation.
Strategy 2. Facilitate simple graywater systems for Laundry‐to‐Landscape applications.
Strategy 3. Streamline complex graywater systems permit review
II. WASTE REDUCTION
Objective 2.1 – Zero Waste Plan
Strategy 1. Develop a Zero Waste Plan to supplement statewide green waste, recycling,
and plastic bag ban efforts.
III. RENEWABLE & EFFICIENT ENERGY
Objective 3.1 – Energy Education & Enforcement
Strategy 1. Expand education targeting key community segments and facilitate energy
performance disclosure.
Strategy 2. Leverage the building inspection process to deter unpermitted, low‐performing
energy improvements.
Objective 3.2 – Clean Energy Sources
Air Quality Improvement Plan
Freeway Commercial North
24
Strategy 1. Incorporate solar into all new buildings to help transition to Zero Net Energy
design.
Strategy 2. Provide more grid‐delivered clean energy (up to 100%) through Community
Choice Aggregation or other mechanism.
Objective 3.3 – Energy Efficiency Upgrades
Strategy 1. Reauthorize the City’s “cool roof” standards and expand to include re‐roofs and
western areas.
Strategy 2. Facilitate more energy upgrades in the community through incentives, permit
streamlining (where possible), and education.
Strategy 3. Require energy‐savings retrofits in existing buildings at a specific point in time.
Objective 3.4 – Robust Urban Forests
Strategy 4. Plant more shade trees to save energy, address heat island issues, and improve
air quality.
IV. SMART GROWTH & TRANSPORTATION
Objective 4.1 – Complete Streets & Neighborhoods
Strategy 1. Incorporate “Complete Streets” principles into municipal capital projects and
plans.
Strategy 2. Encourage higher density and mixed‐use development in Smart Growth areas,
especially around trolley stations and other transit nodes.
Objective 4.2 – Transportation Demand Management
Strategy 1. Utilize bike facilities, transit access/passes, and other Transportation Demand
Management and congestion management offerings.
Strategy 2. Expand bike‐sharing, car‐sharing, and other “last mile” transportation options.
Objective 4.3 – Alternative Fuel Vehicles
Strategy 1. Support the installation of more local alternative fueling stations
Strategy 2. Designate preferred parking for alternative fuel vehicles.
Strategy 3. Design all new residential and commercial buildings to be “Electric Vehicle
Ready.”
Figure 7: Consistency with CAP Implementation Actions
Implementation Action Project/Community
Design Features
Describe how project design will Implement
CAP Actions
Water Conservation & Reuse
Objective 1.2. Strategy 1. Update the City’s
landscaping regulations to promote more
water‐wise designs.
Project is consistent with the water-wise
landscape requirements.
Project will conserve water
through selection of low
water use plans and smart
irrigation
Renewable & Efficient Energy
Objective 3.2 Strategy 1. Adopt pre‐wiring
and pre‐plumbing standards for solar
photovoltaic and solar hot water, respectively
Compliance with CVMC 20.04.030 that
requires solar water heater
preplumbing in all new residential
units.
Compliance with CVMC 20.04.040 that
requires solar photovoltaic prewiring in
all new residential units.
Reduces energy
consumption that reduces
GHG emissions.
Air Quality Improvement Plan
Freeway Commercial North
25
Objective 3.4 Strategy 4. Plant more shade
trees to save energy, address heat island
issues, and improve air quality.
The land use plan includes widened
landscape medians and parkways to reduce
paving. Shade-producing street trees will be
planted to reduce heat build-up and
demand for air conditioning.
Reduces energy
consumption that reduces
GHG emissions.
Smart Growth & Transportation
Objective 4.1. Strategy 1. Incorporate
“Complete Streets” principles into municipal
capital projects and plans.
The SPA provides a detailed
Circulation Network that links with the
potential transit stops. The project is
within walking distanced of 3 MTS bus
routes.
The mixed-use nature of the project
encourages pedestrian and bicycle
travel as an alternative to the
automobile. Streets are designed to
accommodate bicycle travel.
Building and site design anticipates
and accommodates pedestrian and
vehicle circulation to reduce traffic
impacts on neighboring streets and
jointly optimize pedestrians and
vehicles. Buildings are oriented toward
sidewalks. Bike parking is required for
all uses.
Reduces vehicle-
miles traveled that in
turn reduces the
GHG emissions.
Promotes bicycling
that can reduce
vehicle-miles traveled
that in turn reduces
the GHG emissions.
Objective 4.1. Strategy 2. Encourage higher
density and mixed‐use development in Smart
Growth areas, especially around trolley
stations and other transit nodes.
Project is located along BRT route,
within walking distance to Park & Ride
BRT station. The residential uses in
the project are Multi-Family high-
density.
The mixed-use nature of the project
encourages pedestrian and bicycle
travel as an alternative to the
automobile. Streets are designed to
accommodate bicycle travel.
Pedestrian pathways and trails
accommodate pedestrian movement
from the residential areas to schools,
parks and commercial uses.
Reduces vehicle-miles
traveled that in turn
reduces the GHG
emissions.
Objective 4.1, Strategy 1. Utilize bike
facilities, transit access/passes, and other
Transportation Demand Management and
congestion management offerings.
The project will accommodate electric
vehicle (EV) chargers, through programs
such as SDG&E’s Power Your Drive.
Reduces non-renewable
energy consumption that
reduces GHG emissions.
Objective 4.3. Strategy 1. Support the
installation of more local alternative fueling
stations.
Energy efficient light for streets, parks and
other public spaces is required.
Reduces energy
consumption that reduces
GHG emissions.
Air Quality Improvement Plan
Freeway Commercial North
26
8. CREDIT TOWARDS INCREASED MINIMUM ENERGY EFFICIENCY STANDARDS
Note: Detailed provisions related to the calculation and application of credits are currently under
development and subject to subsequent review and approval of City Council.
Air Quality Improvement Plan
Freeway Commercial North
27
9. Compliance Monitoring
This section includes a written description and a checklist (Figure 8) summarizing the project design
features and mitigation measures that have been identified to reduce the development's effects on air
quality and improve energy efficiency.
Figure 8: Air Quality Improvement Plan Compliance Checklist
Method of
Verification1 Timing of Verification Responsible
Party2
Project Consistency
& Compliance
Documentation3
PLANNING
AQIP Project Design
Features/Principles
Pedestrian oriented development Plan Review Precise Plan, Design
Review City of Chula Vista
Widened landscape medians and
parkways with street trees Plan Review Precise Plan, Design
Review City of Chula Vista
Integrated circulation system Plan Review Precise Plan, Design
Review City of Chula Vista
Mix of uses Plan Review SPA Plan, Precise
Plan City of Chula Vista
Higher density Plan Review SPA Plan, Precise
Plan City of Chula Vista
Class II Bicycle facilities Plan Check
Tentative Tract
Final Map,
Improvement Plans
City of Chula Vista
Opportunity for employee services
to be located near employers Plan Review Precise Plan City of Chula Vista
Circulation pattern w/less than
35mph Plan Review
Tentative Tract
Final Map,
Improvement Plans
City of Chula Vista
Available public transportation Plan Review Precise Plan City of Chula Vista
Transit Plan Transit Review Per SANDAG SANDAG/MTS/City
Compliance with the City's Shade
Tree Policy for parking lots Plan Review Precise Plan,
Construction Plans City of Chula Vista
Air Quality Mitigation Measures
Construction related emissions Permit Review Grading Permit City of Chula Vista
Siting of sensitive land uses Permit Review Precise Plan City of Chula Vista
TAC Emission Compliance Permit Review Building Permit City of Chula Vista
(Continued on next Page)
Air Quality Improvement Plan
Freeway Commercial North
28
Figure 8: Air Quality Improvement Plan Compliance Checklist (Continued)
Method of
Verification1
Timing of
Verification
Responsible
Party2
Project Consistency
& Compliance
Documentation3
BUILDING
Green Building Standards
New Construction Recycling Plan
Waste
Management
Report Review
Construction or
demolition permit
City of Chula
Vista
Project wide recycling Plan Check Tentative Tract OR
Building Permit
San Diego
County
Energy Efficiency Standards
Size of dwellings units Plan Check Building Permit City of Chula
Vista
Compliance with 2016 California Energy
Code Plan Check
Building Permit/
Title 24 Energy
Report
City of Chula
Vista
Installation of energy efficient
appliances Plan Check Building Permit City of Chula
Vista
Participation in a Utility Demand
Response program Plan Check Building Permit City of Chula
Vista
Compliance with 2016 CalGreen Indoor
Water Use requirements Plan Check Plumbing Permit City of Chula
Vista
Compliance with EPA's WaterSense
certification Plan Check Plumbing Permit City of Chula
Vista
Compliance with EPA's Energystar
certification for indoor residential
appliances
Plan Check Plumbing Permit City of Chula
Vista
Efficient irrigation equipment Plan Check Landscape Plan City of Chula
Vista
Water efficient vegetation Plan Check Landscape Plan City of Chula
Vista
Turf limited to 30% in residential areas Plan Check Landscape Plan City of Chula
Vista
Solar access - use passive solar design
and building orientation principles Plan Check Building Permit City of Chula
Vista
Solar access - Use of vertical landscape
elements to reduce heating/cooling
loads
Plan Check Building Permit City of Chula
Vista
Energy efficient light of streets, parks
and public spaces Plan Check Building Permit City of Chula
Vista
Installation of solar water heater
preplumbing Plan Check Building Permit City of Chula
Vista
Installation of solar photovoltaic
prewiring Plan Check Building Permit City of Chula
Vista
Installation of residential graywater
stub-out Plan Check Building Permit City of Chula
Vista
Notes:
1. Method of verification may include, but is not limited to, plan check, permit review, site inspection.
2. Identify the party responsible for ensuring compliance (City of Chula Vista, San Diego APCD, Other)
3. This column shall include all pertinent information necessary to confirm compliance including document type, date of completion,
plan/permit number, special notes/comments, and contact information.