HomeMy WebLinkAboutAttachment 8D - AQ-GHG-HRA Impact Study
Chula Vista Nirvana Business Park
Air Quality/Greenhouse Gas/Health Risk Assessment
Impact Study
821 Main Street, City of Chula Vista, CA
Prepared for:
Mr. Steven Schwarz
VWP-OP Nirvana Owner, LLC
2390 E. Camelback Rd., Ste. 305
Phoenix, AZ 85016
Prepared by:
MD Acoustics, LLC
Mike Dickerson, INCE & Tyler Klassen, EIT
1197 Los Angeles Ave, Ste C-256
Simi Valley, CA 93065
Date: 3/21/2023
Chula Vista Nirvana Business Park
Air Quality/Greenhouse Gas/Health Risk Assessment Impact Study
821 Main Street, City of Chula Vista, CA TABLE OF CONTENTS
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TABLE OF CONTENTS
1.0 Introduction .......................................................................................................................... 1
1.1 Purpose of Analysis and Study Objectives 1
1.2 Project Summary 1
1.2.1 Site Location 1
1.2.2 Project Description 1
1.2.3 Sensitive Receptors 2
1.3 Executive Summary of Findings and Mitigation Measures 2
2.0 Regulatory Framework and Background ................................................................................. 6
2.1 Air Quality Regulatory Setting 6
2.1.1 National and State 6
2.1.2 Local 8
2.1.3 City of Chula Vista 11
2.2 Greenhouse Gas Regulatory Setting 12
2.2.1 International 12
2.2.2 National 13
2.2.3 California 15
2.2.4 Local 22
2.3 Health Risk Regulatory Setting 24
3.0 Setting ................................................................................................................................. 25
3.1 Existing Physical Setting 25
3.1.1 Local Climate and Meteorology 25
3.1.2 Local Air Quality 26
3.1.3 Attainment Status 28
3.2 Greenhouse Gases 29
4.0 Modeling Parameters and Assumptions ............................................................................... 31
4.1 Construction 31
4.2 Operations 32
5.0 Thresholds of Significance .................................................................................................... 34
5.1 Air Quality Thresholds of Significance 34
5.1.1 CEQA Guidelines for Air Quality 34
5.1.2 Regional Significance Thresholds 34
5.2 Greenhouse Gas Thresholds of Significance 35
5.2.1 CEQA Guidelines for Greenhouse Gas 35
5.3 Toxic Air Contaminants 38
6.0 Air Quality Emissions Impact ................................................................................................ 39
6.1 Construction Air Quality Emissions Impact 39
6.1.1 Temporary Construction Emissions 39
6.1.2 Construction-Related Toxic Air Contaminant Impact 39
6.2 Operational Air Quality Emissions Impact 40
Chula Vista Nirvana Business Park
Air Quality/Greenhouse Gas/Health Risk Assessment Impact Study
821 Main Street, City of Chula Vista, CA TABLE OF CONTENTS
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6.2.1 Operational Emissions 40
6.3 CO Hot Spot Emissions 41
6.4 Odors 42
6.5 Cumulative Regional Air Quality Impacts 42
6.6 Health and Equity Impacts 44
6.7 Air Quality Compliance 44
7.0 Greenhouse Gas Impact Analysis .......................................................................................... 46
7.1 Construction Greenhouse Gas Emissions Impact 46
7.2 Operational Greenhouse Gas Emissions Impact 46
7.3 Greenhouse Gas Plan Consistency 47
8.0 Health Risk Assessment ....................................................................................................... 57
9.0 References ........................................................................................................................... 58
Chula Vista Nirvana Business Park
Air Quality/Greenhouse Gas/Health Risk Assessment Impact Study
821 Main Street, City of Chula Vista, CA TABLE OF CONTENTS
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LIST OF APPENDICES
Appendix A:
CalEEMod Output
Appendix B:
Cumulative Project List
LIST OF EXHIBITS
Exhibit A ........................................................................................................................................... 4
Location Map 4
Exhibit B ........................................................................................................................................... 5
Site Plan 5
LIST OF TABLES
Table 1: Land Use Summary ........................................................................................................................ 1
Table 2: Ambient Air Quality Standards ..................................................................................................... 7
Table 3: Meteorological Summary ............................................................................................................ 25
Table 4: Local Area Air Quality Levels ....................................................................................................... 27
Table 5: San Diego County Air Basin Attainment Status........................................................................... 29
Table 6: Description of Greenhouse Gases ............................................................................................... 30
Table 7: City of Chula Vista Air Quality Significance Thresholds .............................................................. 35
Table 8: Estimated Maximum Daily Construction Criteria Air Pollutant Emissions ................................. 39
Table 9: Estimated Maximum Daily Operational Criteria Air Pollutant Emissions ................................... 40
Table 10: Estimated Annual Construction Greenhouse Gas Emissions .................................................... 46
Table 11: Opening Year Project-Related Greenhouse Gas Emissions ...................................................... 47
Table 12: Project Consistency with the City of Chula Vista Climate Action Plan ...................................... 48
Table 13: Project Consistency with San Diego Forward: The Regional Plan 1 ........................................... 51
Table 14: Project Consistency with CARB Scoping Plan Policies and Measures 1 ..................................... 54
Chula Vista Nirvana Business Park
Air Quality/Greenhouse Gas/Health Risk Assessment Impact Study
821 Main Street, City of Chula Vista, CA TABLE OF CONTENTS
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GLOSSARY OF TERMS
CAAQS California Ambient Air Quality Standards
CARB California Air Resources Board
CEQA California Environmental Quality Act
CFCs Chlorofluorocarbons
CH4 Methane
CNG Compressed natural gas
CO Carbon monoxide
CO2 Carbon dioxide
CO2e Carbon dioxide equivalent
DPM Diesel particulate matter
GHG Greenhouse gas
HFCs Hydrofluorocarbons
MTCO2e Metric tons of carbon dioxide equivalent
MMTCO2e Million metric tons of carbon dioxide equivalent
NAAQS National Ambient Air Quality Standards
NOx Nitrogen Oxides
NO2 Nitrogen dioxide
N2O Nitrous oxide
O3 Ozone
PFCs Perfluorocarbons
PM Particle matter
PM10 Particles that are less than 10 micrometers in diameter
PM2.5 Particles that are less than 2.5 micrometers in diameter
PMI Point of maximum impact
PPM Parts per million
PPB Parts per billion
RAQS San Diego Regional Air Quality Strategy
RTIP Regional Transportation Improvement Plan
RTP Regional Transportation Plan
SDAB San Diego Air Basin
SDAPCD San Diego Air Pollution Control District
SF6 Sulfur hexafluoride
SIP State Implementation Plan
SOx Sulfur Oxides
SRA Source/Receptor Area
TAC Toxic air contaminants
VOC Volatile organic compounds
WRCC Western Regional Climate Center
Chula Vista Nirvana Business Park
Air Quality/Greenhouse Gas/Health Risk Assessment Impact Study
821 Main Street, City of Chula Vista, CA Introduction
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1.0 Introduction
1.1 Purpose of Analysis and Study Objectives
This air quality/greenhouse gas (GHG)/health risk assessment (HRA) analysis was prepared to evaluate
whether the estimated criteria pollutants, GHG emissions, and toxic air contaminant generated from the
project would cause a significant impact to the air resources in the project area. This assessment was
conducted within the context of the California Environmental Quality Act (CEQA, California Public
Resources Code Sections 21000, et seq.). The assessment is consistent with the methodology and
emission factors endorsed by San Diego Air Pollution control district (SDAPCD), California Air Resource
Board (CARB), and the United States Environmental Protection Agency (US EPA).
1.2 Project Summary
1.2.1 Site Location
The project site is located at 821 Main Street between Nirvana Avenue and Heritage Road in the City of
Chula Vista, San Diego County, California as shown in Exhibit A. The site is currently designated Limited
Industrial (IL) according to the City of Chula Vista General Plan Land Use Diagram and the proposed use
is industrial. Land uses surrounding the site include vacant land to the east, parking and industrial lots to
the north, a powder coating facility to the west, and Main Street to the south with open space further
south. An industrial lot to the north (APN 644-182-10) will be used by the Project to stockpile Project soil
during grading operations.
1.2.2 Project Description
The approximately 13.31-acre project site is proposed to be developed with three warehouse buildings
totaling 158,416 square feet and one three-story self-storage building totaling 140,802 square feet as
well as 309 parking spaces and 150,532 square feet of landscaping. Exhibit B demonstrates the site plan
for the project.
Construction activities within the Project area will consist of site preparation with approximately 120
cubic yards of man-made debris to be removed, on-site grading, building, paving, and architectural
coating. Table 1 summarizes the land use description for the Project Site.
Table 1: Land Use Summary
Land Use Unit Amount Size Metric
Unrefrigerated Warehouse - No Rail 299.22 TSF
Parking Lot 309 Space
1 TSF=thousand square foot
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Air Quality/Greenhouse Gas/Health Risk Assessment Impact Study
821 Main Street, City of Chula Vista, CA Introduction
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1.2.3 Sensitive Receptors
Sensitive receptors are considered land uses or other types of population groups that are more sensitive
to air pollution than others due to their exposure. As identified by the California Air Resources Board
(CARB), sensitive population groups include children, the elderly, the acutely and chronically ill, and
those with cardio-respiratory diseases. For CEQA purposes, a sensitive receptor would be a location
where a sensitive individual could remain for 24-hours or longer, such as residencies, hospitals, and
schools (etc.).
The closest existing sensitive receptors (to the site area) are the single-family residential land uses
located approximately 1,425 feet (~435 meters) northeast and 1,430 feet (~436 meters) southwest of
the project site.
1.3 Executive Summary of Findings and Mitigation Measures
The following is a summary of the analysis results:
Construction-Source Emissions
Project construction-source emissions would not exceed the City of Chula Vista’s significance thresholds
for criteria pollutants.
Project construction-source emissions would not conflict with the San Diego Regional Air Quality
Strategy (RAQS). As discussed herein, the project will comply with all applicable SDAPCD construction-
source emission reduction rules and guidelines. Project construction source emissions would not cause
or substantively contribute to violation of the California Ambient Air Quality Standards (CAAQS) or
National Ambient Air Quality Standards (NAAQS).
Established requirements addressing construction equipment operations, and construction material use,
storage, and disposal requirements act to minimize odor impacts that may result from construction
activities. Moreover, construction-source odor emissions would be temporary, short-term, and
intermittent in nature and would not result in persistent impacts that would affect substantial numbers
of people. Potential construction-source odor impacts are therefore considered less-than-significant.
Operational-Source Emissions
Operational-sourced emissions would not exceed the City of Chula Vista’s significance thresholds;
therefore, impacts during project operation would be less than significant. Project-related traffic will
not cause or result in CO concentrations exceeding applicable state and/or federal standards (CO
“hotspots). Project operational-source emissions would therefore not adversely affect sensitive
receptors within the vicinity of the project.
The project operational-source emissions will not exceed the City of Chula Vista’s significance thresholds
and will not conflict with the RAQS. The project does not propose any such uses or activities that would
result in potentially significant operational-source odor impacts. Potential operational-source odor
impacts are therefore considered less-than significant. The project greenhouse gas emissions would be
less than the 10,000 MT CO2e per year screening level threshold and would not conflict with the goals
Chula Vista Nirvana Business Park
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of SB-32, the CARB Scoping Plan, the City of Chula Vista Climate Action Plan; or the SANDAG Regional
Plan; therefore, the project would not generate significant GHG emissions and would not conflict with
an applicable plan, policy or regulation of an agency adopted for the purpose of reducing the emissions
of greenhouse gases. Impacts are considered to be less than significant.
The qualitative health risk assessment analysis showed that significant TAC impacts from the project-
related operational DPM sources are not anticipated and no significant long-term operations-related
TAC impacts from the proposed project to nearby sensitive receptors would occur. Impacts are
considered less than significant.
Mitigation Measures
A. Construction Measures
Adherence to SDAPCD Rules 52, 54, and 55 is required.
No construction mitigation required.
B. Operational Measures to Reduce Emissions
No operational mitigation required.
Chula Vista Nirvana Business Park
Air Quality/Greenhouse Gas/Health Risk Assessment Impact Study
821 Main Street, City of Chula Vista, CA
Exhibit A
Location Map
4
Introduction
Exhibit B
Site Plan
5
Introduction
Chula Vista Nirvana Business Park
Air Quality/Greenhouse Gas/Health Risk Assessment Impact Study
821 Main Street, City of Chula Vista, CA
Chula Vista Nirvana Business Park
Air Quality/Greenhouse Gas/Health Risk Assessment Impact Study
821 Main Street, City of Chula Vista, CA Regulatory Framework and Background
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2.0 Regulatory Framework and Background
2.1 Air Quality Regulatory Setting
Air pollutants are regulated at the national, state, and air basin level; each agency has a different level
of regulatory responsibility. The United States Environmental Protection Agency (EPA) regulates at the
national level. The California Air Resources Board (ARB) regulates at the state level. The San Diego Air
Pollution Control District (SDAPCD) regulates at the air basin level.
2.1.1 National and State
The EPA is responsible for global, international, and interstate air pollution issues and policies. The EPA
sets national vehicle and stationary source emission standards, oversees approval of all State
Implementation Plans, provides research and guidance for air pollution programs, and sets National Air
Quality Standards, also known as federal standards. There are six common air pollutants, called criteria
pollutants, which were identified from the provisions of the Clean Air Act of 1970.
• Ozone
• Nitrogen Dioxide
• Lead
• Particulate Matter (PM10 and PM2.5)
• Carbon Monoxide
• Particulate Matter
• Sulfur Dioxide
The federal standards were set to protect public health, including that of sensitive individuals; thus, the
standards continue to change as more medical research is available regarding the health effects of the
criteria pollutants. Primary federal standards are the levels of air quality necessary, with an adequate
margin of safety, to project the public health.
A State Implementation Plan is a document prepared by each state describing existing air quality
conditions and measures that will be followed to attain and maintain federal standards. The State
Implementation Plan for the State of California is administered by the ARB, which has overall
responsibility for statewide air quality maintenance and air pollution prevention. California’s State
Implementation Plan incorporates individual federal attainment plans for regional air districts —air
district prepares their federal attainment plan, which sent to ARB to be approved and incorporated into
the California State Implementation Plan. Fede ral attainment plans include the technical foundation for
understanding air quality (e.g., emission inventories and air quality monitoring), control measures and
strategies, and enforcement mechanisms. See http://www.arb.ca.gov/research/aaqs/aaqs.htm for
additional information on criteria pollutants and air quality standards.
The federal and state ambient air quality standards are summarized in Table 2 and can also be found at
http://www.arb.ca.gov/research/aaqs/aaqs2.pdf.
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Table 2: Ambient Air Quality Standards
Pollutant Averaging Time California Standards1 National Standards2
Concentrations3 Method4 Primary3,5 Secondary3,6 Method7
Ozone (O3)
1-Hour 0.09 ppm Ultraviolet
Photometry
- - Same as
Primary
Standard
Ultraviolet
Photometry 8-Hour 0.070 ppm 0.070 ppm (147 μg/m3)
Respirable
Particulate Matter
(PM10)8
24-Hour 50 μg/m3 Gravimetric or Beta
Attenuation
150 μ/m3 Same as
Primary
Standard
Inertial Separation
and Gravimetric
Analysis Annual Arithmetic Mean 20 μg/m3 - -
Fine Particulate
Matter (PM2.5)8
24-Hour - - - - 35 μg/m3
Same as
Primary
Standard
Inertial Separation
and Gravimetric
Analysis Annual Arithmetic Mean 12 μg/m3 Gravimetric or Beta
Attenuation 12 μg/m3 15 μg/m3
Carbon Monoxide
(CO)
1-Hour 20 ppm (23 μg/m3) Non-Dispersive
Infrared Photometry
(NDIR)
35 ppm (40 μg/m3) - - Non-Dispersive
Infrared
Photometry (NDIR)
8-Hour 9.0 ppm (10 μg/m3) 9 ppm (10 μg/m3) - -
8-Hour
(Lake Tahoe) 6 ppm (7 μg/m3) - - - -
Nitrogen Dioxide
(NO2)9
1-Hour 0.18 ppm (339 μg/m3)
Gas Phase
Chemiluminescence
100 ppb (188 μg/m3) - -
Gas Phase
Chemiluminescence Annual Arithmetic Mean 0.030 ppm (357 μg/m3) 0.053 ppm (100 μg/m3)
Same as
Primary
Standard
Sulfur Dioxide
(SO2)10
1-Hour 0.25 ppm (655 μg/m3)
Ultraviolet
Fluorescence
75 ppb (196 μg/m3) - -
Ultraviolet
Fluorescence;
Spectrophotometry
(Pararosaniline
Method)
3-Hour - - - - 0.5 ppm
(1300 mg/m3)
24-Hour 0.04 ppm (105 μg/m3) 0.14 ppm
(for certain areas)10 - -
Annual Arithmetic Mean - - 0.130ppm
(for certain areas)10 - -
Lead11,12
30 Day Average 1.5 μg/m3
Atomic Absorption
- -
Calendar Qrtr - - 1.5 μg/m3
(for certain areas)12 Same as
Primary
Standard
High Volume
Sampler and
Atomic Absorption Rolling 3-Month
Average - - 0.15 μg/m3
Visibility Reducing
Particles13 8-Hour See footnote 13
Beta Attenuation and
Transmittance
through Filter Tape No
National
Standards
Sulfates 24-Hour 25 μg/m3 Ion Chromatography
Hydrogen Sulfide 1-Hour 0.03 ppm (42 μg/m3) Ultraviolet
Fluorescence
Vinyl Chloride11 24-Hour 0.01 ppm (26 μg/m3) Gas Chromatography
Notes:
1. California standards for ozone, carbon monoxide (except 8-hour Lake Tahoe), sulfur dioxide (1 and 24 hour), nitrogen dioxide, and particulate matter
(PM10, PM2.5, and visibility reducing particles), are values that are not to be exceeded. All others are not to be equaled or exceeded. California ambient
air quality standards are listed in the Table of Standards in Section 70200 of Title 17 of the California Code of Regulations.
2. National standards (other than ozone, particulate matter, and those based on annual arithmetic mean) are not to be exceeded more than once a year.
The ozone standard is attained when the fourth highest 8-hour concentration measured at each site in a year, averaged over three years, is equal to
or less than the standard. For PM10, the 24 hour standard is attained when the expected number of days per calendar year with a 24-hour average
concentration above 150 μg/m3 is equal to or less than one. For PM2.5, the 24 hour standard is attained when 98 percent of the daily concentrations,
averaged over three years, are equal to or less than the standard. Contact the U.S. EPA for further clarification and current national policies.
3. Concentration expressed first in units in which it was promulgated. Equivalent units given in parentheses are based upon a reference temperature of
25°C and a reference pressure of 760 torr. Most measurements of air quality are to be corrected to a reference temperature of 25°C and a reference
pressure of 760 torr; ppm in this table refers to ppm by volume, or micromoles of pollutant per mole of gas.
4. Any equivalent measurement method which can be shown to the satisfaction of the ARB to give equivalent results at or near the level of the air
quality standard may be used.
5. National Primary Standards: The levels of air quality necessary, with an adequate margin of safety to protect the public health.
6. National Secondary Standards: The levels of air quality necessary to protect the public welfare from any known or anticipated adverse effects of a
pollutant.
7. Reference method as described by the U.S. EPA. An “equivalent method” of measurement may be used but must have a “consistent relationship to
the reference method” and must be approved by the U.S. EPA.
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8. On December 14, 2012, the national annual PM2.5 primary standard was lowered from 15 μg/m3 to 12.0 μg/m3. The existing national 24-hour PM2.5
standards (primary and secondary) were retained at 35 μg/m3, as was the annual secondary standard of 15 μg/m3. The existing 24-hour PM10
standards (primary and secondary) of 150 μg/m3 also were retained. The form of the annual primary and secondary standards is the annual mean,
averaged over 3 years.
9. To attain the 1-hour national standard, the 3-year average of the annual 98th percentile of the 1-hour daily maximum concentrations at each site
must not exceed 100 ppb. Note that the national 1-hour standard is in units of parts per billion (ppb). California standards are in units of parts per
million (ppm). To directly compare the national 1-hour standard to the California standards the units can be converted from ppb to ppm. In this case,
the national standard of 100 ppb is identical to 0.100 ppm.
10. On June 2, 2010, a new 1-hour SO2 standard was established and the existing 24-hour and annual primary standards were revoked. To attain the 1-
hour national standard, the 3-year average of the annual 99th percentile of the 1-hour daily maximum concentrations at each site must not exceed
75 ppb. The 1971 SO2 national standards (24-hour and annual) remain in effect until one year after an area is designated for the 2010 standard,
except that in areas designated nonattainment for the 1971 standards, the 1971 standards remain in effect until implementation plans to attain or
maintain the 2010 standards are approved.
Note that the 1-hour national standard is in units of parts per billion (ppb). California standards are in units of parts per million (ppm). To directly
compare the 1-hour national standard to the California standard the units can be converted to ppm. In this case, the national standard of 75 ppb is
identical to 0.075 ppm.
11. The ARB has identified lead and vinyl chloride as 'toxic air contaminants' with no threshold level of exposure for adverse health effects determined.
These actions allow for the implementation of control measures at levels below the ambient concentrations specified for these pollutants.
12. The national standard for lead was revised on October 15, 2008 to a rolling 3-month average. The 1978 lead standard (1.5 μg/m3 as a quarterly
average) remains in effect until one year after an area is designated for the 2008 standard, except that in areas designated nonattainment for the
1978 standard, the 1978 standard remains in effect until implementation plans to attain or maintain the 2008 standard are approved.
13. In 1989, the ARB converted both the general statewide 10-mile visibility standard and the Lake Tahoe 30-mile visibility standard to instrumental
equivalents, which are "extinction of 0.23 per kilometer" and "extinction of 0.07 per kilometer" for the statewide and Lake Tahoe Air Basin standards,
respectively.
Several pollutants listed in Table 2 are not addressed in this analysis. Analysis of lead is not included in
this report because the project is not anticipated to emit lead. Visibility -reducing particles are not
explicitly addressed in this analysis because particulate matter is addressed. The project is not expected
to generate or be exposed to vinyl chloride because proposed project uses do not utilize the chemical
processes that create this pollutant and there are no such uses in the project vicinity. The proposed
project is not expected to cause exposure to hydrogen sulfide because it would not generate hydrogen
sulfide in any substantial quantity.
2.1.2 Local
San Diego Air Pollution Control District
In San Diego, the APCD is responsible for enforcing the rules and regulations protect ing air quality. The
San Diego Regional Air Quality Strategy (RAQS) was developed pursuant to California Clean Air Act
(CCAA) requirements. The RAQS was initially adopted in 1991, and is updated on a triennial basis (most
recently in 2009). The RAQS identifies feasible emission control measures to provide progress in San
Diego County toward attaining the State ozone standard. The pollutants addressed in the RAQS are VOCs
and NOX, precursors to the photochemical formation of ozone (the primary component of smog).
The RAQS relies on information from CARB and San Diego Association of Governments (SANDAG),
including mobile and area source emissions, as well as information regarding projected growth in the
County, to project future emissions and then determine from that the strategies necessary for the
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reduction of emissions through regulatory controls. CARB mobile source emission projections and
SANDAG growth projections are based on population and vehicle trends and land use plans developed
by the cities and the County as part of the development of the individual General Plans .
In December 2016, the SDAPCD adopted an update to the Eight-Hour Ozone Attainment Plan for San
Diego County which indicates that local controls and state programs would allow the region to reach
attainment of the federal 8-hour O3 standard by 2018 (SDAPCD 2016). In this plan, SDAPCD relies on the
RAQS to demonstrate how the region will comply with the federal O3 standard. The RAQS details how
the region will manage and reduce O3 precursors (NOx and VOCs) by identifying measures and
regulations intended to reduce these contaminants. The control measures identified in the RAQS
generally focus on stationary sources; however, the emissions inventories and projections in the RAQS
address all potential sources, including those under the authority of CARB and the EPA. Incentive
programs for reduction of emissions from heavy-duty diesel vehicles, off-road equipment, and school
buses are also established in the RAQS.
SDAPCD Rules and Regulations
The following rules and regulations apply to all sources in the jurisdiction of SDAPCD, and would apply
to the project.
• SDAPCD Regulation IV: Prohibitions; Rule 50: Visible Emissions. Prohibits discharge into the
atmosphere from any single source of emissions whatsoever any air contaminant for a period or
periods aggregating more than 3 minutes in any period of 60 consecutive minutes that is darker
in shade than that designated as Number 1 on the Ringelmann Chart, as published by the United
States Bureau of Mines, or of such opacity as to obscure an observer’s view to a degree greater
than does smoke of a shade designated as Number 1 on the Ringelmann Chart.
• SDAPCD Regulation IV: Prohibitions; Rule 51: Nuisance. Prohibits the discharge, from any
source, of such quantities of air contaminants or other materials that cause or have a tendency
to cause injury, detriment, nuisance, annoyance to people and/or the public, or damage to any
business or property.
• SDAPCD Regulation IV: Prohibitions; Rule 52: Particulate Matter. Prohibits the discharge, from
any source, particulate matter in excess of 0.10 grain per dry standard cubic foot (0.23 grams per dry
standard cubic meter) of gas.
• SDAPCD Regulation IV: Prohibitions; Rule 51: Nuisance. Prohibits the discharge, from any
source, of such quantities of air contaminants or other materials that cause or have a tendency
to cause injury, detriment, nuisance, annoyance to people and/or the pu blic, or damage to any
business or property.
• SDAPCD Regulation IV: Prohibitions; Rule 55: Fugitive Dust. Regulates fugitive dust emissions
from any commercial construction or demolition activity capable of generating fugitive dust
emissions, including active operations, open storage piles, and inactive disturbed areas, as well
as track-out and carry-out onto paved roads beyond a project site.
• SDAPCD Regulation IV: Prohibitions; Rule 67.0.1: Architectural Coatings. Requires
manufacturers, distributors, and end users of architectural and industrial maintenance coatings
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to reduce VOC emissions from the use of these coatings, primarily by placing limits on the VOC
content of various coating categories.
• SDAPCD Regulation XII: Toxic Air Contaminates; Rule 1200: Toxic Air Contaminants – New
Source Review. Requires new or modified stationary source units with the potential to emit TACs
above rule threshold levels to either demonstrate that they will not increase the maximum
incremental cancer risk above 1 in 1 million at every receptor location, or demonstrate that toxics
best available control technology (T-BACT) will be employed if maximum incremental cancer risk
is equal to or less than 10 in 1 million, or demonstrate compliance with SDAPCD’s protocol for
those sources with an increase in maximum incremental cancer risk at any receptor location of
greater than 10 in 1 million but less than 100 in 1 million.
• SDAPCD Regulation XII: Toxic Air Contaminates; Rule 1210: Toxic Air Contaminant Public Health
Risks – Public Notification and Risk Reduction. Requires each stationary source that is required
to prepare a public risk assessment to provide written public notice of risks at or above the
following levels: maximum incremental cancer risks equal to or greater than 10 in 1 million, or
cancer burden equal to or greater than 1.0, or total acute non -cancer health hazard index equal
to or greater than 1.0, or total chronic non -cancer health hazard index equal to or greater than
1.0.
San Diego Association of Governments
SANDAG is the regional planning agency for San Diego County and serves as a forum for regional issues
relating to transportation, the economy, community development, and the environment. With respect
to air quality planning and other regional issues, SANDAG has prepared San Diego Forward: The Regional
Plan (Regional Plan) for the San Diego region (SANDAG 2015). The Regional Plan is built on an integrated
set of public policies, strategies, and investments to maintain, manage, and improve the transportation
system so that it meets the diverse needs of the San Diego region through 2050. In regard to air quality,
the Regional Plan sets the policy context in which SANDAG participates and responds to the air district’s
air quality plans and builds off the air district’s air quality plan processes that are designed to meet
health-based criteria pollutant standards in several ways (SANDAG 2015). On September 23, 2016,
SANDAG’s Board of Directors adopted the final 2016 Regional Transportation Improvement Program
(RTIP). The 2016 RTIP is a multi-year program of projects for major transportation projects in the San
Diego region. Transportation projects supported through federal, state, and TransNet (the San Diego
transportation sales tax program) funds must be included in an approved RTIP. The 2016 RTIP covers five
fiscal years and incrementally implements the Regional Plan (SANDAG 2016).
On October 28, 2011, SANDAG adopted the 2050 Regional Transportation Plan (RPT) and Sustainable
Communities Strategy (SCS), which meets the CARB emission reduction requirements. The 2050 RTP is a
long-range visioning plan that builds upon and expands land use and transportation strategies
established over several planning cycles to increase mobility options and achieve a more sustainable
growth pattern. The plan outlines more than $214 billion in transportation system investments through
2050. The RTP is supported by a combination of transportation and land use strategies that help the
region achieve state greenhouse gas emission reduction goals and federal Clean Air Act requiremen ts,
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preserve open space areas, improve public health and roadway safety, support our vital goods
movement industry and utilize resources more efficiently.
2.1.3 City of Chula Vista
City of Chula Vista General Plan
The Environmental Element of the City of Chula Vista’s General Plan contains the following air-quality
related objectives and policies that are applicable to the proposed project:
Objective E6 Improve local air quality and reduce greenhouse gas emissions by minimizing the
release of air pollutants and toxic air contaminants and limiting the exposure of people
to such pollutants.
Policies
E 6.1 Encourage compact development featuring a mix of uses that locate residential areas
within reasonable walking distance to jobs, services, and transit.
E 6.2 Promote and facilitate transit system improvements in order to increase transit use and
reduce dependency on the automobile.
E 6.3 Facilitate the use of alternative fuel and low- and zero-emission vehicles and equipment
in the community.
E 6.4 Do not site new or re-powered fossil-fueled baseload or peaking-type Electric
Generating Facilities and other major toxic emitters within 1,000 feet of sensitive
receptors, or site sensitive receptors within 1,000 feet of such facilities.
E 6.6 Explore incentives to promote voluntary air pollutant reductions, including incentives
for developers who go above and beyond applicable requirements and for facilities and
operations that are not otherwise regulated.
E 6.7 Encourage innovative energy conservation practices and air quality improvements in
new development and redevelopment projects consistent with the City's Air Quality
Improvement Plan Guidelines or its equivalent, pursuant to the City's Growth
Management Program.
E 6.8 Encourage climate resilient design techniques in new buildings and infrastructure to
reduce future risks from climate change-related impacts such as wildfires, extreme heat,
and flooding.
E 6.9 Discourage the use of landscaping equipment powered by two-stroke gasoline engines
within the City and promote less-polluting alternatives to their use.
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E 6.11 Develop strategies to minimize CO hot spots that address all modes of transportation.
E 6.12 Promote clean fuel sources that help reduce the exposure of sensitive uses to
pollutants.
E 6.13 Encourage programs and infrastructure to increase the availability and usage of energy-
efficient vehicles, such as hybrid electric vehicles, electric vehicles, or those that run on
alternative fuels.
E 6.15 Site industries: and other stationary emitters in a way that minimizes the potential
impacts of poor air quality on homes, schools, hospitals, and other land uses where
people congregate, and disadvantaged populations.
E 6.16 Encourage the use of bicycles through support of bike share opportunities, community
bike programs, and the provision of bicycle parking opportunities such as bike racks and
bike lockers.
Final Environmental Impact Report for the City of Chula Vista General Plan Update
MM 5.8-1 The City shall continue to implement the Energy Strategy and Action Plan, that addresses
demand side management, energy efficient and renewable energy outreach programs for
businesses and residents, energy acquisition, power generation, and distributed energy
resources and legislative actions, and continue to implement the CO2 Reduction Plan to
lessen the impacts on energy.
MM 5.11-1 Mitigation of PM10 impacts requires active dust control during construction.
MM 5.11-2 No residential use shall be permitted or constructed within 1,000 feet of the Otay Landfill
while the landfill is open and operating, unless a project specific analysis is completed
demonstrating to the satisfaction of the Environmental Review Coordinator that odor
effects are below the odor thresholds for common compounds emitted by the landfill for
less than two percent of the time
2.2 Greenhouse Gas Regulatory Setting
2.2.1 International
Many countries around the globe have made an effort to reduce GHGs since climate change is a global
issue.
Intergovernmental Panel on Climate Change. In 1988, the United Nations and the World Meteorological
Organization established the Intergovernmental Panel on Climate Change to assess the scientific,
technical and socio-economic information relevant to understanding the scientific basis of risk of human -
induced climate change, its potential impacts, and options for adaptation and mitigation.
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United Nations. The United States participates in the United Nations Framework Convention on Climate
Change (UNFCCC) (signed on March 21, 1994). Under the Convention, governments gather and share
information on greenhouse gas emissions, national policies, and best practices; launch national
strategies for addressing greenhouse gas emissions and adapting to expected impacts, including the
provision of financial and technological support to developing countries; and cooperate in preparing for
adaptation to the impacts of climate change.
The 2014 UN Climate Change Conference in Lima Peru provided a unique opportunity to engage all
countries to assess how developed countries are implementing actions to reduce emissions.
Kyoto Protocol. The Kyoto Protocol is a treaty made under the UNFCCC and was the first international
agreement to regulate GHG emissions. It has been estimated that if the commitments outlined in the
Kyoto Protocol are met, global GHG emissions could be reduced by an estimated 5 percent from 1990
levels during the first commitment period of 2008 – 2012 (UNFCCC 1997). On December 8, 2012, the
Doha Amendment to the Kyoto Protocol was adopted. The amendment includes: New commitments for
Annex I Parties to the Kyoto Protocol who agreed to take on commitments in a second commitment
period from 2013 – 2020; a revised list of greenhouse gases (GHG) to be reported on by Parties in the
second commitment period; and Amendments to several articles of the Kyoto Protocol which specifically
referenced issues pertaining to the first commitment period and which needed to be updated fo r the
second commitment period.
2.2.2 National
Greenhouse Gas Endangerment. On December 2, 2009, the EPA announced that GHGs threaten the
public health and welfare of the American people. The EPA also states that GHG emissions from on-road
vehicles contribute to that threat. The decision was based on Massachusetts v. EPA (Supreme Court Case
05-1120) which argued that GHGs are air pollutants covered by th e Clean Air Act and that the EPA has
authority to regulate those emissions.
Clean Vehicles. Congress first passed the Corporate Average Fuel Economy law in 1975 to increase the
fuel economy of cars and light duty trucks. The law has become more stringent over time. On May 19,
2009, President Obama put in motion a new national policy to increase fuel economy for all new cars
and trucks sold in the United States. On April 1, 2010, the EPA and the Department of Transportation’s
National Highway Safety Administration announced a joint final rule establishing a national program that
would reduce greenhouse gas emissions and improve fuel economy for new cars and trucks sold in the
United States.
The first phase of the national program would apply to passen ger cars, light-duty trucks, and medium-
duty passenger vehicles, covering model years 2012 through 2016. They require these vehicles to meet
an estimated combined average emissions level of 250 grams of carbon dioxide per mile, equivalent to
35.5 miles per gallon if the automobile industry were to meet this carbon dioxide level solely through
fuel economy improvements. Together, these standards would cut carbon dioxide emissions by an
estimated 960 million metric tons and 1.8 billion barrels of oil over the lifetime of the vehicles sold under
the program (model years 2012-2016). The second phase of the national program would involve
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proposing new fuel economy and greenhouse gas standards for model years 2017 – 2025 by September
1, 2011.
On October 25, 2010, the EPA and the U.S. Department of Transportation proposed the first national
standards to reduce greenhouse gas emissions and improve fuel efficiency of heavy-duty trucks and
buses. For combination tractors, the agencies are proposing engine and vehi cle standards that begin in
the 2014 model year and achieve up to a 20 percent reduction in carbon dioxide emissions and fuel
consumption by the 2018 model year. For heavy-duty pickup trucks and vans, the agencies are proposing
separate gasoline and diesel truck standards, which phase in starting in the 2014 model year and achieve
up to a 10 percent reduction for gasoline vehicles and 15 percent reduction for diesel vehicles by 2018
model year (12 and 17 percent respectively if accounting for air condition ing leakage). Lastly, for
vocational vehicles, the agencies are proposing engine and vehicle standards starting in the 2014 model
year which would achieve up to a 10 percent reduction in fuel consumption and carbon dioxide emissions
by 2018 model year.
Issued by NHTSA and EPA in March 2020 (published on April 30, 2020 and effective after June 29, 2020),
the Safer Affordable Fuel-Efficient (SAFE) Vehicles Rule would maintain the CAFE and CO2 standards
applicable in model year 2020 for model years 2021 throu gh 2026. The estimated CAFE and CO2
standards for model year 2020 are 43.7 mpg and 204 grams of CO2 per mile for passenger cars and 31.3
mpg and 284 grams of CO2 per mile for light trucks, projecting an overall industry average of 37 mpg, as
compared to 46.7 mpg under the standards issued in 2012. This Rule also excludes CO2 - equivalent
emission improvements associated with air conditioning refrigerants and leakage (and, optionally,
offsets for nitrous oxide and methane emissions) after model year 2020.1
Mandatory Reporting of Greenhouse Gases. On January 1, 2010, the EPA started requiring large
emitters of heat-trapping emissions to begin collecting GHG data under a new reporting system. Under
the rule, suppliers of fossil fuels or industrial greenhouse gases, manufacturers of vehicles and engines,
and facilities that emit 25,000 metric tons or more per year of greenhouse gas emissions are required to
submit annual reports to the EPA.
Climate Adaption Plan. The EPA Plan identifies priority actions the Agency will take to incorporate
considerations of climate change into its programs, policies, rules and operations to ensure they are
effective under future climatic conditions. The following link provides more information on the EPA Plan:
https://www.epa.gov/arc-x/planning-climate-change-adaptation
1 National Highway Traffic Safety Administration (NHTSA) and U.S. Environmental Protection Agency (USEPA), 2018. Federal Register / Vol. 83, No. 165 /
Friday, August 24, 2018 / Proposed Rules, The Safer Affordable Fuel-Efficient (SAFE) Vehicles Rule for Model Years 2021–2026 Passenger Cars and Light
Trucks 2018. Available at: https://www.gpo.gov/fdsys/pkg/FR-2018-08-24/pdf/2018-16820.pdf.
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2.2.3 California
California Code of Regulations (CCR) Title 24, Part 6 . CCR Title 24, Part 6: California’s Energy Efficiency
Standards for Residential and Nonresidential Buildings (Title 24) were first established in 1978 in
response to a legislative mandate to reduce California’s energy consumption. The standards are updated
periodically to allow consideration and possible incorporation of new energy efficiency technologies and
methods. Although it was not originally intended to reduce GHG emissions, electricity production by
fossil fuels results in GHG emissions and energy efficient buildings require less electricity. Therefore,
increased energy efficiency results in decreased GHG emissions.
The Energy Commission adopted 2008 Standards on April 23, 2008 and Building Standards Commission
approved them for publication on September 11, 2008. These updates became effective on August 1,
2009. 2013 and 2016 standards have been approved and became effective July 1, 2014 and January 1,
2016, respectively. 2019 standards were published July 1, 2019 and became effective January 1, 2020.
California Code of Regulations (CCR) Title 24, Part 11. All buildings for which an application for a building
permit is submitted on or after January 1, 2020 must follow the 2019 standards.. Energy efficient
buildings require less electricity; therefore, increased energy efficiency reduces fossil fuel consumption
and decreases greenhouse gas emissions. The following links provide more information on Title 24, Part
11:
https://www.dgs.ca.gov/BSC/Codes
https://www.energy.ca.gov/sites/default/files/2020-03/Title_24_2019_Building_Standards_FAQ_ada.pdf
California Green Building Standards . On January 12, 2010, the State Building Standards Commission
unanimously adopted updates to the California Green Building Standards Code, which went into effect
on January 1, 2011. The Housing and Community Development (HCD) updated CALGreen through the
2015 Triennial Code Adoption Cycle, during the 2016 to 2017 fiscal year. During the 2 019-2020 fiscal
year, the Department of Housing and Community Development (HCD) updated CALGreen through the
2019 Triennial Code Adoption Cycle.
The Code is a comprehensive and uniform regulatory code for all residential, commercial and school
buildings. CCR Title 24, Part 11: California Green Building Standards (Title 24) became effective in 2001
in response to continued efforts to reduce GHG emissions associated with energy consumption. CCR
Title 24, Part 11 now require that new buildings reduce water c onsumption, employ building
commissioning to increase building system efficiencies, divert construction waste from landfills, and
install low pollutant-emitting finish materials. One focus of CCR Title 24, Part 11 is water conservation
measures, which reduce GHG emissions by reducing electrical consumption associated with pumping
and treating water. CCR Title 24, Part 11 has approximately 52 nonresidential mandatory measures and
an additional 130 provisions for optional use. Some key mandatory measures f or commercial
occupancies include specified parking for clean air vehicles, a 20 percent reduction of potable water use
within buildings, a 50 percent construction waste diversion from landfills, use of building finish materials
that emit low levels of volatile organic compounds, and commissioning for new, nonresidential buildings
over 10,000 square feet.
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The 2019 CalGreen Code includes the following changes and/or additional regulations:
Single-family homes built with the 2019 standards will use about 7 percent less energy due to energy
efficiency measures versus those built under the 2016 standards. Once rooftop solar electricity
generation is factored in, homes built under the 2019 standards will use about 53 percent less energy
than those under the 2016 standards. Nonresidential buildings will use about 30 percent less energy due
mainly to lighting upgrades2.
HCD modified the best management practices for stormwater pollution prevention adding Section
5.106.2 for projects that disturb one or more acres of land. This section requires projects that disturb
one acre or more of land or less than one acre of land but are part of a larger common plan of
development or sale must comply with the post-construction requirement detailed in the applicable
National Pollutant Discharge Elimination System (NPDES) General Permit for Stormwater Discharges
Associated with Construction and Land Disturbance Activities issued by the State Water Resources
Control Board. The NPDES permits require post-construction runoff (post-project hydrology) to match
the preconstruction runoff pre-project hydrology) with installation of post-construction stormwater
management measures.
HCD added sections 5.106.4.1.3 and 5.106.4.1.5 in regard to bicycle parking. Section 5.106.4.1.3 requires
new buildings with tenant spaces that have 10 or more tenant-occupants, provide secure bicycle parking
for 5 percent of the tenant-occupant vehicular parking spaces with a minimum of one bicycle parking
facility. In addition, Section 5.106.4.1.5 states that acceptable bicycle parking facility for Sections
5.106.4.1.2 through 5.106.4.1.4 shall be convenient from the street and shall meeting one of the
following: (1) covered, lockable enclosures with permanently anchored racks for bicycles; (2) locka ble
bicycle rooms with permanently anchored racks; or (3) lockable, permanently anchored bicycle lockers.
HCD amended section 5.106.5.3.5 allowing future charging spaces to qualify as designated parking for
clean air vehicles.
HCD updated section 5.303.3.3 in regard to showerhead flow rates. This update reduced the flow rate
to 1.8 GPM.
HCD amended section 5.304.1 for outdoor potable water use in landscape areas and repealed sections
5.304.2 and 5.304.3. The update requires nonresidential developments to comply with a local water
efficient landscape ordinance or the current California Department of Water Resource’s’ Model Water
Efficient Landscape Ordinance (MWELO), whichever is more stringent. Some updates were also made in
regard to the outdoor potable water use in landscape areas for public schools and community colleges.
2 https://ww2.energy.ca.gov/title24/2019standards/documents/2018_Title_24_2019_Building_Standards_FAQ.pdf
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HCD updated Section 5.504.5.3 in regard to the use of MERV filters in mechanically ventilated buildings.
This update changed the filter use from MERV 8 to MERV 13.
The California Green Building Standards Code does not prevent a local jurisdiction from adopting a more
stringent code as state law provides methods for local enhancements. The Code recognizes that many
jurisdictions have developed existing construction and demolition ordinances, and defers to them as the
ruling guidance provided they provide a minimum 50-percent diversion requirement. The code also
provides exemptions for areas not served by construction and demolition recycling infrastructure. State
building code provides the minimum standard that buildings need to meet in order to be certified for
occupancy. Enforcement is generally through the local building official. The following link provides more
on CalGreen Building Standards:
http://www.bsc.ca.gov/Home/CALGreen.aspx
Executive Order S-3-05. California Governor issued Executive Order S-3-05, GHG Emission, in June 2005,
which established the following targets:
• By 2010, California shall reduce greenhouse gas emissions to 2000 levels;
• By 2020, California shall reduce greenhouse gas emissions to 1990 levels.
• By 2050, California shall reduce greenhouse gas emissions to 80 percent below 1990 levels.
The executive order directed the secretary of the California Environmental Protection Agency (CalEPA)
to coordinate a multi-agency effort to reduce GHG emissions to the target levels. To comply with the
Executive Order, the secretary of CalEPA created the California Climate Action Team (CAT), made up of
members from various state agencies and commissions. The tea m released its first report in March
2006. The report proposed to achieve the targets by building on the voluntary actions of businesses,
local governments, and communities and through State incentive and regulatory programs.
Executive Order S-01-07. Executive Order S-1-07 was issued in 2007 and proclaims that the
transportation sector is the main source of GHG emissions in the State, since it generates more than 40
percent of the State’s GHG emissions. It establishes a goal to reduce the carbon inten sity of
transportation fuels sold in the State by at least ten percent by 2020. This Order also directs CARB to
determine whether this Low Carbon Fuel Standard (LCFS) could be adopted as a discrete early -action
measure as part of the effort to meet the mandates in AB 32.
On April 23, 2009, CARB approved the proposed regulation to implement the low carbon fuel standard
and began implementation on January 1, 2011. The low carbon fuel standard is anticipated to reduce
GHG emissions by about 16 MMT per year by 2020. CARB approved some amendments to the LCFS in
December 2011, which were implemented on January 1, 2013. In September 2015, the Board approved
the re-adoption of the LCFS, which became effective on January 1, 2016, to address procedural
deficiencies in the way the original regulation was adopted. In 2018, the Board approved amendments
to the regulation, which included strengthening and smoothing the carbo n intensity benchmarks
through 2030 in-line with California's 2030 GHG emission reduction target enacted through SB 32, adding
new crediting opportunities to promote zero emission vehicle adoption, alternative jet fuel, carbon
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capture and sequestration, and advanced technologies to achieve deep decarbonization in the
transportation sector.
The LCFS is designed to encourage the use of cleaner low -carbon transportation fuels in California,
encourage the production of those fuels, and therefore, reduce GHG emissions and decrease petroleum
dependence in the transportation sector. Separate standards are established for gasoline and diesel
fuels and the alternative fuels that can replace each. The standards are “back -loaded”, with more
reductions required in the last five years, than the first five years. This schedule allows for the
development of advanced fuels that are lower in carbon than today’s fuels and the market penetration
of plug-in hybrid electric vehicles, battery electric vehicles, fuel cell vehicles, and flexible fuel vehicles. It
is anticipated that compliance with the low carbon fuel standard will be based on a combination of both
lower carbon fuels and more efficient vehicles.
Reformulated gasoline mixed with corn-derived ethanol at ten percent by volume and low sulfur diesel
fuel represent the baseline fuels. Lower carbon fuels may be ethanol, biodiesel, renewable diesel, or
blends of these fuels with gasoline or diesel as appropriate. Compressed natural gas and liquefied
natural gas also may be low carbon fuels. Hydrogen and electricity, when used in fuel cells or electric
vehicles are also considered as low carbon fuels for the low carbon fuel standard.
SB 97. Senate Bill 97 (SB 97) was adopted August 2007 and acknowledges that climat e change is a
prominent environmental issue that requires analysis under CEQA. SB 97 directed the Governor’s Office
of Planning and Research (OPR), which is part of the State Resource Agency, to prepare, develop, and
transmit to CARB guidelines for the feasible mitigation of GHG emissions or the effects of GHG emissions,
as required by CEQA, by July 1, 2009. The Resources Agency was required to certify and adopt those
guidelines by January 1, 2010.
Pursuant to the requirements of SB 97 as stated above, o n December 30, 2009, the Natural Resources
Agency adopted amendments to the state CEQA guidelines that address GHG emissions. The CEQA
Guidelines Amendments changed 14 sections of the CEQA Guidelines and incorporate GHG language
throughout the Guidelines. However, no GHG emissions thresholds of significance are provided and no
specific mitigation measures are identified. The GHG emission reduction amendments went into effect
on March 18, 2010, and are summarized below:
• Climate action plans and other greenhouse gas reduction plans can be used to determine whether a
project has significant impacts, based upon its compliance with the plan.
• Local governments are encouraged to quantify the greenhouse gas emissions of proposed projects,
noting that they have the freedom to select the models and methodologies that best meet their
needs and circumstances. The section also recommends consideration of several qualitative factors
that may be used in the determination of significance, such as the extent to which th e given project
complies with state, regional, or local GHG reduction plans and policies. OPR does not set or dictate
specific thresholds of significance. Consistent with existing CEQA Guidelines, OPR encourages local
governments to develop and publish their own thresholds of significance for GHG impacts
assessment.
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• When creating their own thresholds of significance, local governments may consider the thresholds
of significance adopted or recommended by other public agencies, or recommended by experts.
• New amendments include guidelines for determining methods to mitigate the effects of greenhouse
gas emissions in Appendix F of the CEQA Guidelines.
• OPR is clear to state that “to qualify as mitigation, specific measures from an existing plan must be
identified and incorporated into the project; general compliance with a plan, by itself, is not
mitigation.”
• OPR’s emphasizes the advantages of analyzing GHG impacts on an institutional, programmatic level.
OPR therefore approves tiering of environmental analyses and highlights some benefits of such an
approach.
• Environmental impact reports (EIRs) must specifically consider a project's energy use and energy
efficiency potential.
AB 32. The California State Legislature enacted AB 32, the California Global Warm ing Solutions Act of
2006. AB 32 requires that greenhouse gases emitted in California be reduced to 1990 levels by the year
2020. “Greenhouse gases” as defined under AB 32 include carbon dioxide, methane, nitrous oxide,
hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride. ARB is the state agency charged with
monitoring and regulating sources of greenhouse gases. AB 32 states the following:
Global warming poses a serious threat to the economic well-being, public health, natural resources, and
the environment of California. The potential adverse impacts of global warming include the
exacerbation of air quality problems, a reduction in the quality and supply of water to the state from the
Sierra snowpack, a rise in sea levels resulting in the displacement of thousands of coastal businesses and
residences, damage to marine ecosystems and the natural environment, and an increase in the
incidences of infectious diseases, asthma, and other human health-related problems.
The ARB Board approved the 1990 greenhouse gas emissions level of 427 million metric tons of carbon
dioxide equivalent (MMTCO2e) on December 6, 2007 (California Air Resources Board 2007). Therefore,
emissions generated in California in 2020 are required t o be equal to or less than 427 MMTCO2e.
Emissions in 2020 in a “business as usual” scenario are estimated to be 596 MMTCO2e.
Under AB 32, the ARB published its Final Expanded List of Early Action Measures to Reduce Greenhouse
Gas Emissions in California. Discrete early action measures are currently underway or are enforceable
by January 1, 2010. The ARB has 44 early action measures that apply to the transportation, commercial,
forestry, agriculture, cement, oil and gas, fire suppression, fuels, education, energy efficiency, electricity,
and waste sectors. Of these early action measures, nine are considered discrete early action measures,
as they are regulatory and enforceable by January 1, 2010. The ARB estimates that the 44
recommendations are expected to result in reductions of at least 42 MMTCO2e by 2020, representing
approximately 25 percent of the 2020 target.
The ARB’s Climate Change Scoping Plan (Scoping Plan) initially contained measures designed to reduce
the State’s emissions to 1990 levels by the year 2020 with a further goal of 40 percent below 2020 levels
by 2030 established in 2017 (California Air Resources Board 2017). The 2020 goal was achieved in 2016.
The Scoping Plan identifies recommended measures for multiple greenhouse gas emission se ctors and
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the associated emission reductions needed to achieve the year 2020 emissions target—each sector has
a different emission reduction target. Most of the measures target the transportation and electricity
sectors. As stated in the Scoping Plan, the key elements of the strategy for achieving the 2030
greenhouse gas target include:
• Expanding and strengthening existing energy efficiency programs as well as building and appliance
standards;
• Achieving a statewide renewables energy mix of 50 percent;
• Developing a California cap-and-trade program that links with other Western Climate Initiative
partner programs to create a regional market system;
• Establishing targets for transportation-related greenhouse gas emissions for regions throughout
California and pursuing policies and incentives to achieve those targets;
• Adopting and implementing measures pursuant to existing State laws and policies, Including
California’s clean car standards, goods movement measures, and the Low Carbon Fuel Standard; and
• Creating targeted fees, including a public goods charge on water use, fees on high global warming
potential gases, and a fee to fund the administrative costs of the State’s long-term commitment to
AB 32 implementation.
In addition, the Scoping Plan differentiates between “capped” and “uncapped” strategies. “Capped”
strategies are subject to the proposed cap-and-trade program. The Scoping Plan states that the inclusion
of these emissions within the cap-and trade program will help ensure that the year 2020 emission targets
are met despite some degree of uncertainty in the emission reduction estimates for any individual
measure. Implementation of the capped strategies is calculated to achieve a sufficient amount of
reductions by 2020 to achieve the emission target contained in AB 32. “Uncapped” strategies that will
not be subject to the cap-and-trade emissions caps and requirements are provided as a margin of safety
by accounting for additional greenhouse gas emission reductions.4
SB 375. Senate Bill 375 (SB 375) was adopted September 2008 and aligns regional transportation
planning efforts, regional GHG emission reduction targets, and land use and housing allocation. SB 375
requires Metropolitan Planning Organizations (MPO) to adopt a sustainable communities strategy (SCS)
or alternate planning strategy (APS) that will prescribe land use allocation in that MPOs Regional
Transportation Plan (RTP). CARB, in consultation with each MPO, will provide each affected region with
reduction targets for GHGs emitted by passenger cars and light trucks in the region for the years 2020
and 2035. These reduction targets will be updated every eight years but can be updated every four years
if advancements in emissions technologies affect the reduction strategies to achieve t he targets. CARB
is also charged with reviewing each MPO’s sustainable communities strategy or alternate planning
strategy for consistency with its assigned targets.
The proposed project is located within the San Diego Association of Government (SANDAG), which has
authority to develop the SCS or APS. For the SANDAG region, the targets set by CARB are at 15 percent
below 2005 per capita GHG emissions levels by 2020 and 19 percent below 2005 per capita GHG
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emissions levels by 2035. On October 28, 2011, SANDAG adopted the 2050 Regional Transportation Plan
(RPT) and Sustainable Communities Strategy (SCS), which meets the CARB emission reduction
requirements.
The 2050 RTP is a long-range visioning plan that builds upon and expands land use and transp ortation
strategies established over several planning cycles to increase mobility options and achieve a more
sustainable growth pattern. The plan outlines more than $214 billion in transportation system
investments through 2050. The RTP is supported by a combination of transportation and land use
strategies that help the region achieve state greenhouse gas emission reduction goals and federal Clean
Air Act requirements, preserve open space areas, improve public health and roadway safety, support
our vital goods movement industry and utilize resources more efficiently.
City and County land use policies, including General Plans, are not required to be consistent with the RTP
and associated SCS or APS. However, new provisions of CEQA would incentivize, thro ugh streamlining
and other provisions, qualified projects that are consistent with an approved SCS or APS and categorized
as “transit priority projects.”
Assembly Bill 939, Assembly Bill 341, and Senate Bill 1374. Assembly Bill 939 (AB 939) requires that
each jurisdiction in California to divert at least 50 percent of its waste away from landfills, whether
through waste reduction, recycling or other means. AB 341 requires at least 75 percent of generated
waste be source reduced, recycled, or composted by the year 2020. Senate Bill 1374 (SB 1374) requires
the California Integrated Waste Management Board to adopt a model ordinance by March 1, 2004
suitable for adoption by any local agency to require 50 to 75 percent diversion of construction and
demolition of waste materials from landfills.
Executive Order S-13-08. Executive Order S-13-08 indicates that “climate change in California during the
next century is expected to shift precipitation patterns, accelerate sea level rise and increase
temperatures, thereby posing a serious threat to California’s economy, to the health and welfare of its
population and to its natural resources.” Pursuant to the requirements in the order, the 2009 California
Climate Adaptation Strategy (California Natural Resource Agency 2009) was adopted, which is the “…
first statewide, multi-sector, region-specific, and information-based climate change in California,
identifying and exploring strategies to adapt to climate change, and specifying a direction for future
research.
Executive Order B-30-15. Executive Order B-30-15, establishing a new interim statewide greenhouse gas
emission reduction target to reduce greenhouse gas emissions to 40 percent below 1990 levels by 2030,
was signed by Governor Brown in April 2015.
Executive Order B-29-15. Executive Order B-29-15, mandates a statewide 25% reduction in potable
water usage and was signed into law on April 1, 2015.
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Executive Order B-37-16. Executive Order B-37-16, continuing the State’s adopted water reduction, was
signed into law on May 9, 2016. The water reduction builds off the mandatory 25% reduction called for
in EO B-29-15.
Executive Order N-79-20. Executive Order N-79-20 was signed into law on September 23, 2020 and
mandates 100 percent of in-state sales of new passenger cars and trucks be zero-emission by 2035; 100
percent of medium- and heavy-duty vehicles in the state be zero-emission vehicles by 2045 for all
operations where feasible and by 2035 for drayage trucks; and to transition to 100 percent zero -emission
off-road vehicles and equipment by 2035 where feasible.
Renewables Portfolio Standard (RPS) Program. California's RPS program was established in 2002 by
Senate Bill (SB) 1078 with the initial requirement that 20% of electricity retail sales must be served by
renewable resources by 2017. The program was accelerated in 2015 with SB 350 which mandated a 50%
RPS by 2030. SB 350 includes interim annual RPS targets with three-year compliance periods and requires
65% of RPS procurement to be derived from long-term contracts of 10 or more years. In 2018, SB 100
was signed into law, which again increases the RPS to 60% by 2030 and requires all th e state's electricity
to come from carbon-free resources by 2045 (CPUC 2021).
San Diego Gas & Electric procured 42 percent of its power from renewable resources, which is above the
State’s statutory and Commission’s RPS program requirements (SDG&E 2021).
2.2.4 Local
San Diego Air Pollution Control District (SDAPCD)
SDAPCD does not have established GHG rules, regulations, or policies.
City of Chula Vista
City of Chula Vista Climate Action Plan
In 2000, the City of Chula Vista became the first municipality in San Diego County to adopt a Climate
Action Plan (CAP). The plan, CO2 Reduction Plan, inventoried existing CO2 emissions, projected
emissions growth to 2010, and evaluated a wide range of CO2 reduction measures. Measures included
in the original Climate Action Plan focus on Transportation Control Measures; land use patterns; clean
transportation fuels; and residential, commercial, and industrial building efficiencies. In 2005, the City
re-inventoried GHG emissions inventory to evaluate the City’s progress in reaching its emissions goals.
Subsequently, the City developed the Climate Mitigation Plans (2008) and Climate Adaptation Plans
(2011).
In September 2017, the City released a new CAP. Whereas previous climate planning documents
established a target of 15 percent below 2005 levels by 2020 consistent with the Original Scoping Plan,
the updated CAP reflects new guidance from the 2017 Scoping Plan which recommends that local
governments pursue reduction goals of 6 MT CO2E per capita in 2030 and 2 MT CO2E per capita in 2050.
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As the City began working on climate action planning earlier than other jurisdictions, previous efforts
have already reduced communitywide emissions to less than 6 MT CO2E per capita. To support the
longer-term 2050 goal, the new CAP includes measures that promote energy and water-efficient
buildings, smart growth and clean transit, zero waste policies, and increased local energy generation and
water resources. These additional reduction measures are anticipated to result in an additional
reduction of 194,950 MT CO2E (or approximately 0.4 MT of per capita reductions).
City of Chula Vista General Plan
The City’s General Plan includes various policies related to reducing greenhouse gas emissions. The
applicable policies to the project are listed below.
Land Use and Transportation Element
LUT -23.1 Encourage the use of bicycles and walking as alternatives to driving.
LUT -23.8 Provide and maintain a safe and efficient system of sidewalks, trails, and pedestrian
crossings.
LUT -23.14 Require new development projects to provide internal bikeway systems with connections
to the citywide bicycle networks.
Environmental Element
E -6.5 Ensure that plans developed to meet the City’s energy demand use the least polluting
strategies, wherever practical. Conservation, clean renewables, and clean distributed
generation should be considered as part of the City’s energy plan, along with la rger
natural gas-fired plants.
E-6.7 Encourage innovative energy conservation practices and air quality improvements in new
development and redevelopment projects consistent with the City’s Air Quality
Improvement Plan Guidelines or its equivalent, pursuant to the City’s Growth
Management Program.
E-6.8 Support the use of alternative fuel transit, City fleet and private vehicles in Chula Vista.
E -7.1 Promote development of regulations and building design standards that maximize energy
efficiency through appropriate site and building design and through the use of energy-
efficient materials, equipment, and appliances.
E-7.6 Encourage the construction and operation of green buildings, considering such programs
as the Leadership in Energy and Environmental Design (LEED) Green Building Rating
System.
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E-7.8 Ensure that residential and non-residential construction complies with all applicable City
energy efficiency measures and other green building measures that are in effect at the
time of discretionary permit review and approval or building permit issuance, whichever
is applicable.
E-78.1 Promote efforts to reduce waste, minimize the need for additional landfills, and provide
economically and environmentally sound resource recovery, management, and disposal
facilities.
2.3 Health Risk Regulatory Setting
Health Risk Assessments for Proposed Land Use Projects CAPCOA Guidance Document . This guidance
was adopted July 2009 to ensure consistency in assessing the health risk impacts from and to proposed
land use projects. This CAPCOA guidance document focuses on the acute, chronic, and cancer impacts
of sources affected by CEQA. It also outlines the recommended procedures to identify when a project
should undergo further risk evaluation, how to conduct the health risk assessment (HRA), how to engage
the public, what to do with the results from the HRA, and what mitigation measures may be appropriate
for various land use projects. With respect to health risks associated with locating sensitive land uses in
proximity to freeways and other high traffic roadways, HRA modeling may not thoroughly characterize
all the health risk associated with nearby exposure to traffic generated pollutants.
California Code of Regulations (CCR) Title 13 Section 2485. The Airborne Toxic Control Measure to Limit
Diesel-Fueled Commercial Motor Vehicle Idling applies to diesel-fueled commercial motor vehicles that
operate in the State of California with gross vehicle weight ratings of greater than 10,000 pounds that
are or must be licensed for operation on highways. It limits applicable vehicles from idling more than
five consecutive minutes at any location.
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3.0 Setting
3.1 Existing Physical Setting
The project site is located in the City of Chula Vista, which is in the San Diego Air Basin (SDAB). The
boundaries of the SDAB are contiguous with the political boundaries of San Diego County. The County of
San Diego is bounded on the north by Orange and Riverside Counties, on the east by Imperial County,
on the west by the Pacific Ocean, and on the south by the Mexican State of Baja California.
3.1.1 Local Climate and Meteorology
The San Diego Air Basin climate is largely dominated by the semi-permanent high-pressure system over
the Pacific Ocean, which creates a pattern of late-night and early-morning low clouds, hazy afternoon
sunshine, daytime onshore breezes, and little temperature variation year round. The San Diego area is
classified as having a Mediterranean climate, with warm, dry summers and mild, wet winters.
Temperature and precipitation can vary widely within the SDAB, where average annual precipitation
ranges from approximately 10 inches in the coastal and inland areas to over 30 inches in the mountains
(County of San Diego, 2007). In general, more mild annual temperatures are experienced in the maritime
and coastal areas, whereas the interior and desert areas experience warmer summers and cooler
winters. The project site is located approximat ely 2.8 miles inland from the coast.
The high-pressure system drives the prevailing winds in the SDAB. The winds tend to blow onshore in
the daytime and offshore at night. In the summer, an inversion layer is created over the coastal areas
and increases the O3 levels. During winter, San Diego often experiences a shallow inversion layer which
tends to increase carbon monoxide and PM2.5 concentration levels due to the increased use of
residential wood burning. The SDAB is often impacted by Santa Ana winds during the fall months. These
winds blow the air basin’s pollutants out to sea; however, a weak Santa Ana ca n transport air pollution
from the South Coast Air Basin and greatly increase the San Diego O3 concentrations. (SDAPCD 2017)
The temperature and precipitation levels for the City of Chula Vista are in Table 3. Table 3 shows that
August and September are typically the warmest months and December is typically the coolest month.
Rainfall in the project area varies considerably in both time and space. Almost all the annual rainfall
comes from the fringes of mid-latitude storms from late November to early April, with summers being
almost completely dry.
Table 3: Meteorological Summary
Month Temperature (˚F) Average Precipitation
(inches) Average High Average Low
January 68.0 45.7 1.87
February 67.8 47.6 2.31
March 68.2 50.2 1.70
April 69.5 53.0 0.68
May 70.1 57.3 0.14
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June 72.0 60.7 0.06
July 75.7 64.1 0.03
August 77.7 65.3 0.02
September 78.0 63.0 0.13
October 75.6 57.8 0.50
November 69.3 48.7 0.97
December 67.9 45.6 1.55
Annual Average 71.9 55.1 10.0
Notes:
1 Source: https://wrcc.dri.edu/cgi-bin/cliMAIN.pl?ca1758
3.1.2 Local Air Quality
The San Diego APCD operates and maintains ten monitoring stations located throughout the region. The
purpose of these stations is to measure concentrations of the criteria pollutants and determine whether
the ambient air quality meets the NAAQS and the CAA QS. The nearest air monitoring station to the
project site is the Chula Vista Monitoring Station (Chula Vita Station). The Chula Vista Station is located
approximately 3.61 miles northwest of the project site at 80 E J Street. Table 4 presents the monitored
pollutant levels within the vicinity. However, it should be noted that due to the air monitoring station
distance from the project site, recorded air pollution levels at the air monitoring station reflect with
varying degrees of accuracy, local air quality conditions at the project site.
<Table 4, next page>
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Table 4: Local Area Air Quality Levels1
Year
Pollutant (Standard)2 2018 2019 2020
Ozone:
Maximum 1-Hour Concentration (ppm) 0.076 0.090 0.106
Days > CAAQS (0.09 ppm) 0 0 1
Maximum 8-Hour Concentration (ppm) 0.065 0.077 0.086
Days > NAAQS (0.07 ppm) 0 2 4
Days > CAAQS (0.070 ppm) 0 2 4
Carbon Monoxide:
Maximum 1-Hour Concentration (ppm) * * *
Days > NAAQS (20 ppm) * * *
Maximum 8-Hour Concentration (ppm)
Days > NAAQS (9 ppm) 0.052 0.050 0.045
Nitrogen Dioxide: 0 0 0
Maximum 1-Hour Concentration (ppm)
Days > NAAQS (0.25 ppm) * * *
Sulfur Dioxide: * * *
Maximum 1-Hour Concentration (ppm)
Days > CAAQS (0.25 ppm) 45.0 69.4 *
Inhalable Particulates (PM10): 0 0 *
Maximum 24-Hour Concentration (ug/m3) 0 1 *
Days > NAAQS (150 ug/m3) 20.7 17.2 *
Days > CAAQS (50 ug/m3) No No *
Annual Average (ug/m3) Yes No *
Annual > NAAQS (50 ug/m3)
Annual > CAAQS (20 ug/m3) 41.9 18.6 46.7
Ultra-Fine Particulates (PM2.5): 1 0 2
Maximum 24-Hour Concentration (ug/m3) 10 10 *
Days > NAAQS (35 ug/m3) No No *
Annual Average (ug/m3) No No *
Annual > NAAQS (15 ug/m3) 2018 2019 2020
Annual > CAAQS (12 ug/m3)
1. Source: obtained from https://www.arb.ca.gov/adam/topfour/topfour1.php
2 CAAQS = California Ambient Air Quality Standard; NAAQS = National Ambient Air Quality Standard; ppm = parts per million
* No data and/or insufficient data available.
The monitoring data presented in Table 4 shows that ozone and particulate matter (PM10 and PM2.5)
are the air pollutants of primary concern in the project area, which are detailed below.
Ozone
During the 2018 to 2020 monitoring period, the State 1-hour concentration standard for ozone was
exceeded for one day in 2020 at the Chula Vista Station. The State 8-hour ozone standard has been
exceeded for two days in 2019 and four days in 2020 over the past three years at the Chula Vista Station.
The Federal 8-hour ozone standard has been exceeded for two days in 2019 and four days in 2020 over
the past three years at the Chula Vista Station .
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Carbon Monoxide
CO is another important pollutant that is d ue mainly to motor vehicles. The Chula Vista Station did not
record an exceedance of the state or federal 1-hour or 8-hour CO standards for the last three years.
Nitrogen Dioxide
The Chula Vista Station did not record an exceedance of the State or Federal NO 2 standards for the last
three years.
Sulfur Dioxide
The Chula Vista Station did not record an exceedance of the State SO2 standards for the last three years.
Particulate Matter
During the 2018 to 2020 monitoring period, the State 24-hour concentration standard for PM10 were
exceeded for one day in 2019 at the Chula Vista Station. Over the same time period the Federal 24-hour
and annual standards for PM10 have not been exceeded at the Chula Vista Station.
During the 2018 to 2020 monitoring period, the Federal 24-hour standard for PM2.5 was exceeded for
one day in 2018 and two days in 2020 at the Chula Vista Station
According to the EPA, some people are much more sensitive than others to breathing fine particles
(PM10 and PM2.5). People with influenza, chronic respiratory and cardiovascular diseases, and the
elderly may suffer worsening illness and premature death due to breathing these fine particles. People
with bronchitis can expect aggravated symptoms from breathing in fine particles. Children may
experience decline in lung function due to breathing in PM10 and PM2.5. Other groups considered
sensitive are smokers and people who cannot breathe well through their noses. Exercising athletes are
also considered sensitive, because many breathe through their mouths during exercise.
3.1.3 Attainment Status
The EPA and the ARB designate air basins where ambient air quality standards are exceeded as
“nonattainment” areas. If standards are met, the area is designated as an “attainment” area. If there is
inadequate or inconclusive data to make a definitive attainment designation, they are considered
“unclassified.” National nonattainment areas are further designated as marginal, moderate, serious,
severe, or extreme as a function of deviation from standards. Each standard has a different definition,
or ‘form’ of what constitutes attainment, based on specific air quality statistics. For example, the Federal
8-hour CO standard is not to be exceeded more than once per year; therefore, an area is in attainment
of the CO standard if no more than one 8-hour ambient air monitoring values exceeds the threshold per
year. In contrast, the federal annual PM2.5 standard is met if the three-year average of the annual
average PM2.5 concentration is less than or equal to the standard.
The criteria pollutants of primary concern that are considered in this analysis are O3, NO2, CO, SO2,
PM10, and PM2.5. Although there are no ambient standards for VOCs or NOx, they are important as
precursors to O3. The portion of the SDAB where the project site is located is designated by the EPA as a
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nonattainment area for the 8-hour NAAQS for O3. The SDAB is designated in attainment for all other
criteria pollutants under the NAAQS with the exception of PM10 , which was determined to be
unclassifiable. The SDAB is currently designated nonattainment for O3 and particulate matter, PM10 and
PM2.5, under the CAAQS. It is designated attainment for the CAAQS for CO, NO2, SO2, lead, and sulfate
Table 5 lists the attainment status for the criteria pollutants in the basin.
Table 5: San Diego County Air Basin Attainment Status
Pollutant Federal Designation State Designation
O3 (1 hour) Attainment1 Nonattainment
O3 (8-hour) Nonattainment Nonattainment
CO Attainment Attainment
PM10 Unclassifiable2 Nonattainment
PM2.5 Attainment Nonattainment
NO2 Attainment Attainment
SO2 Attainment Attainment
Lead Attainment Attainment
Sulfates (No federal standard) Attainment
Hydrogen Sulfide (No federal standard) Unclassified
Visibility-reducing particulates (No federal standard) Unclassified
Notes:
Sources:https://www.sandiegocounty.gov/content/sdc/apcd/en/air-quality-planning/attainment-status.html
1 The federal 1-hour standard of 0.12 ppm was in effect from 1979 through June 15, 2005. The revoked standard is referenced here because it was
employed for such a long period and because this benchmark is addressed in State Implementation Plans.
2 At the time of designation, if the available data do not support a designation of attainment or nonattainment, the area is designated as unclassifiable.
3.2 Greenhouse Gases
Constituent gases of the Earth’s atmosphere, called atmospheric greenhouse gases (GHG), play a critical
role in the Earth’s radiation amount by trapping infrared radiation emitted from the Earth’s surface,
which otherwise would have escaped to space. Prominent greenhouse gases contributing to this process
include carbon dioxide (CO2), methane (CH4), ozone, water vapor, nitrous oxide (N2O), and
chlorofluorocarbons (CFCs). This phenomenon, known as the Greenhouse Effect, is responsible for
maintaining a habitable climate. Anthropogenic (caused or produced by humans) emissions of these
greenhouse gases in excess of natural ambient concentrations are responsible for the enhancement of
the Greenhouse Effect and have led to a trend of unnatural warming of the Earth’s natural climate,
known as global warming or climate change. Emissions of gases that induce global warming are
attributable to human activities associated with industrial/manufacturing, agriculture, utilities,
transportation, and residential land uses. Transportation is responsible for 41 percent of the State’s
greenhouse gas emissions, followed by electricity generation. Emissions of CO2 and nitrous oxide (NO2)
are byproducts of fossil fuel combustion. Methane, a potent greenhous e gas, results from off-gassing
associated with agricultural practices and landfills. Sinks of CO 2, where CO2 is stored outside of the
atmosphere, include uptake by vegetation and dissolution into the ocean. Table 6 provides a description
of each of the greenhouse gases and their global warming potential.
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Additional information is available: https://www.arb.ca.gov/cc/inventory/data/data.htm
Table 6: Description of Greenhouse Gases
Greenhouse Gas Description and Physical Properties Sources
Nitrous oxide
Nitrous oxide (N20),also known as laughing gas is a
colorless gas. It has a lifetime of 114 years. Its global
warming potential is 298.
Microbial processes in soil and water,
fuel combustion, and industrial
processes. In addition to agricultural
sources, some industrial processes
(nylon production, nitric acid
production) also emit N20.
Methane
Methane (CH4) is a flammable gas and is the main
component of natural gas. It has a lifetime of 12 years.
Its global warming potential is 25.
A natural source of CH4 is from the
decay of organic matter. Methane is
extracted from geological deposits
(natural gas fields). Other sources are
from the decay of organic material in
landfills, fermentation of manure, and
cattle farming.
Carbon dioxide
Carbon dioxide (CO2) is an odorless, colorless, natural
greenhouse gas. Carbon dioxide’s global warming
potential is 1. The concentration in 2005 was 379 parts
per million (ppm), which is an increase of about 1.4
ppm per year since 1960.
Natural sources include decomposition
of dead organic matter; respiration of
bacteria, plants, animals, and fungus;
evaporation from oceans; and volcanic
outgassing. Anthropogenic sources are
from burning coal, oil, natural gas, and
wood.
Chlorofluorocarbons
CFCs are nontoxic, nonflammable, insoluble, and
chemically unreactive in the troposphere (the level of
air at the earth’s surface). They are gases formed
synthetically by replacing all hydrogen atoms in
methane or methane with chlorine and/or fluorine
atoms. Global warming potentials range from 3,800 to
8,100.
Chlorofluorocarbons were synthesized
in 1928 for use as refrigerants, aerosol
propellants, and cleaning solvents. They
destroy stratospheric ozone, therefore
their production was stopped as
required by the Montreal Protocol.
Hydrofluorocarbons
Hydrofluorocarbons (HFCs) are a group of greenhouse
gases containing carbon, chlorine, and at least one
hydrogen atom. Global warming potentials range from
140 to 11,700.
Hydrofluorocarbons are synthetic
manmade chemicals used as a
substitute for chlorofluorocarbons in
applications such as automobile air
conditioners and refrigerants.
Perfluorocarbons
Perfluorocarbons (PFCs) have stable molecular
structures and only break down by ultraviolet rays
about 60 kilometers above the Earth's surface. They
have a lifetime 10,000 to 50,000 years. They have a
global warming potential range of 6,200 to 9,500.
Two main sources of perfluorocarbons
are primary aluminum production and
semiconductor manufacturing.
Sulfur
hexafluoride
Sulfur hexafluoride (SF6) is an inorganic, odorless,
colorless, and nontoxic, nonflammable gas. It has a
lifetime of 3,200 years. It has a high global warming
potential, 23,900.
This gas is manmade and used for
insulation in electric power
transmission equipment, in the
magnesium industry, in semiconductor
manufacturing, and as a tracer gas for
leak detection.
Notes:
1. Sources: Intergovernmental Panel on Climate Change 2014a and Intergovernmental Panel on Climate Change 2014b.
https://www.ipcc.ch/publications_and_data/ar4/wg1/en/ch2s2-10-2.html
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4.0 Modeling Parameters and Assumptions
4.1 Construction
Typical emission rates from construction activities were obtained from CalEEMod Version 2022.1 The
CalEEMod program uses the EMFAC2017 computer program to calculate the emission rates specific for
the southwestern portion of San Diego County for construction-related employee vehicle trips and the
OFFROAD2011 computer program to calculate emission rates for heavy truck operations. EMFAC2017
and OFFROAD2011 are computer programs generated by CARB that calculates composite emission rates
for vehicles. Emission rates are reported by the program in grams per trip and grams per mile or grams
per running hour. Using CalEEMod, the peak daily air pollutant emissions were calculated and presented
below. These emissions represent the highest level of emissions for each of the construction phases in
terms of air pollutant emissions.
The analysis assesses the emissions associated with the construction of the proposed project as indicated
in Table 1. Per the project applicant, the proposed project is to begin construction no earlier than June
2023 with construction being completed in 2025. The phases of the construction activities which have
been analyzed below are: 1) site preparation, 2) grading, 3) building, 4) paving, and 5) architectural
coating. CalEEMod default construction equipment counts were used as a basis. Construction phase
lengths were proportionally increased from CalEEMod default lengths to account for the two -year
construction timeline. Additional hauling trips were added to account for asphalt delivery during paving
and were based on a conservative assumption of 65 square feet of coverage per cubic yard of asphalt
and 16 cubic yards of asphalt per hauling trip.3 For details on construction modeling and construction
equipment for each phase, please see Appendix A.
The project would be required to comply with SDAPCD Rules 52, 54, and 55 which identify measures to
reduce fugitive dust and are required to be implemented at all construction sites located within the
SDAB. The requirements to reduce fugitive dust in compliance with SDAPCD Rules 52, 54, and 55 were
included in CalEEMod for the grading phase of construction.
The architectural coating phase involves the greatest release of VOCs. The emissions modeling for the
project includes the use of low-VOC paint (50 grams per liter [g/L] for not flat coatings for the buildings
and 100 [g/L] for parking lot striping) as required by SDAPCD Rule 67.0.1.4
3 Reeves Construction Com pany. Material Calculator. https://www.reevescc.com/asphalt -calculator/.
4 Rule 67.0.1. Architectural Coatings. Table 2. February 10, 2021.
https://www.sdapcd.org/content/dam/sdapcd/documents/rules/rule -archive/2021/Rule -67.0.1.pdf.
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4.2 Operations
Operational or long-term emissions occur over the life of the Project. Both mobile and area sources
generate operational emissions. Area source emissions arise from consumer product usage, heaters that
consume natural gas, gasoline-powered landscape equipment, and architectural coatings (painting).
Mobile source emissions from motor vehicles are the largest single long-term source of air pollutants
from the operation of the Project. Small amounts of emissions would also occur from area sources such
as the consumption of natural gas for heating, hearths, from landscaping emiss ions, and consumer
product usage. The operational emissions were estimated using the latest version of CalEEMod .
Mobile Sources
Mobile sources include emissions from the additional vehicle miles generated from the proposed
project. A Traffic Study from Linscott, Law, and Greenspan, Engineers estimated the project to generate
1,549 trips per day based upon the trip generation rates provided in SANDAG’s (Not So) Brief Guide of
Vehicular Traffic Generation Rates for the San Diego Region (SANDAG 2002). The trip generation rates
utilized for the proposed project include eight trips per thousand square foot per day for the industrial
park uses and two trips per thousand square foot per day for the storage building uses. Per the traffic
analysis, the project would generate approximately 200 truck trips per day, estimated at a trip length of
40 miles. The SAFE Vehicle Rule was conservatively applied to the analysis.
The program then applies the emission factors for each trip which is provided by the EMFAC2017 model
to determine the vehicular traffic pollutant emissions. The CalEEMod default trip lengths were used in
this analysis. CalEEMod default distances are based on land use type and location of the project. While
it is possible trips could be significantly larger than these estimates, there is no aspect of the project
which would suggest consistent above average trips lengths compared to the average warehouse use in
CalEEMod. Please see CalEEMod output comments sections in Appendix A for details.
Area Sources
Area sources include emissions from consumer products, landscape equipment and architectural
coatings. Landscape maintenance includes fuel combustion emissions from equipment such as lawn
mowers, rototillers, shredders/grinders, blowers, trimmers, chain saws, and hedge trimmers, as well as
air compressors, generators, and pumps. As specifics were not known about the landscaping equipment
fleet, CalEEMod defaults were used to estimate emissions from landscaping equipment.
The architectural coating phase involves the greatest release of volatile organic compounds (VOCs).
Water and Wastewater Sources
Water and wastewater sources include emissions from electricity usage from supplying water,
distributing water, and wastewater treatment.
Solid Waste Sources
Solid waste sources include emissions from disposal of solid waste into landfills.
Energy Usage
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2022.1 CalEEMod defaults were utilized. CalEEMod outputs can be found in Appendix A.
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5.0 Thresholds of Significance
5.1 Air Quality Thresholds of Significance
5.1.1 CEQA Guidelines for Air Quality
The CEQA Guidelines define a significant effect on the env ironment as “a substantial, or potentially
substantial, adverse change in the environment.” To determine if a project would have a significant
impact on air quality, the type, level, and impact of emissions generated by the project must be
evaluated.
The following air quality significance thresholds are contained in Appendix G of the CEQA Guidelines. A
significant impact would occur if the project would:
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 nonattainment under an applicable national or state ambient air quality standard ;
c) Expose sensitive receptors to substantial pollutant concentrations; or
d) Result in other emissions (such as those leading to odors) adversely affecting a substantial number
of people.
While the final determination of whether a project is significant is within the purview of the Lead Agency
pursuant to Section 15064(b) of the CEQA Guidelines, SDAPCD recommends that its quantitative air
pollution thresholds be used to determine the significance of project emissions. If the Lead Agency finds
that the project has the potential to exceed these air pollution thresholds, the project should be
considered to have significant air quality impacts.
The City evaluated project emissions based on the quantitative emission thresholds established by the
South Coast Air Quality Management District (SCAQMD). The City of Chula Vista is located within the San
Diego Air Pollution Control District (SDAPCD); however, the SDAPCD has only established thresholds for
stationary sources and not for CEQA purposes. Therefore, the City chose to use thresholds from the
adjacent district, SCAQMD. The SCAQMD sets forth quantitative emission significance thresholds below
which a project would not have a significant impact on ambient air quality. It should be noted that the
use of these significance thresholds is conservative, as the SCAQMD’s significance thresholds were
originally based on the South Coast Air Basin extreme ozone nonattainment status for the 1-hour NAAQS,
whereas the SDAB was designated as an attainment area for the 1 -hour NAAQS. Project-related air
quality impacts estimated in this en vironmental analysis would be considered significant if any of the
applicable significance thresholds presented below are exceeded.
5.1.2 Regional Significance Thresholds
As discussed above, the City has established thresholds based on the quantitative emission thresholds
established by the SCAQMD. These screening criteria can be used to demonstrate whether a project’s
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total emissions would result in a significant impact as defined by CEQA. These daily screening thresholds
for construction and operations are shown in Table 7 below.
Table 7: City of Chula Vista Air Quality Significance Thresholds
Criteria Pollutants Mass Daily Thresholds
Pollutant Construction (pounds per day) Operation (pounds per
day)
VOCs 75 55
NOx 100 55
CO 550 550
SOx 150 150
PM10 150 150
PM2.5 55 55
Lead* 3 3
Notes:
Source: SCAQMD 2015.
VOC = volatile organic compound; Nox = oxides of nitrogen; CO = carbon monoxide; Sox= suflur oxides; PM10 = coarse partiulcate matter; PM2.5 =
fine particulate matter.
*The phaseout of leaded gasoline started in 1976. Since gasoline no longer contains lead, the project is not anticipated to result in impacts related to
lead; therefore, it is not discussed in this analysis.
The thresholds listed above, and in Table 7, represent screening-level thresholds that can be used to
evaluate whether project-related emissions could cause a significant impact on air quality. Emissions
below the screening-level thresholds would not cause a significant impact. For nonattainment
pollutants, if emissions exceed the thresholds shown in Table 7, the project could have the potential to
result in a cumulatively considerable net increase in these pollutants and thus could have a significant
impact on the ambient air quality.
With respect to odors, SDAPCD Rule 51 (Public Nuisance) prohibits emission of any material that causes
nuisance to a considerable number of persons or endangers the comfort, health, or safety of any person.
A project that proposes a use that would produce objectionable odors would be deemed to have a
significant odor impact if it would affect a considerable number of off -site receptors.
5.2 Greenhouse Gas Thresholds of Significance
5.2.1 CEQA Guidelines for Greenhouse Gas
CEQA Guidelines define a significant effect on the environment as “a substantial, or potentially
substantial, adverse change in the environment.” To determine if a project would have a significant
impact on greenhouse gases, the type, level, and impact of emissions generated by the project must be
evaluated.
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The following greenhouse gas significance thresholds are contained in Appendix G
of the CEQA Guidelines, which were amendments adopted into the Guidelines on
March 18, 2010, pursuant to SB 97. A significant impact would occur if the project would:
(a) Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact
on the environment; or
(b) Conflict with any applicable plan, policy or regulation of an agency adopted for th e purpose of
reducing the emissions of greenhouse gases.
However, despite this, currently neither the CEQA statutes, OPR guidelines, nor the draft proposed
changes to the CEQA Guidelines prescribe thresholds of significance or a particular methodology for
performing an impact analysis; as with most environmental topics, significance criteria are left to the
judgment and discretion of the Lead Agency.
No GHG emission thresholds have been adopted by the City for land development projects. The City of
Chula Vista Climate Action Plan also does not establish GHG emission thresholds. The San Diego Air
Pollution Control District (SDAPCD) is considered the most appropriate agency with special knowledge
in the subject area as the City is located within the SDAPCD jurisdiction. However, the SDAPCD has not
issued guidance for assessing GHG impacts from land use development projects. Thus, in the absence of
a threshold of significance for GHG emissions for the SDAPCD, as has been done with previous projects
in the City, the project is evaluated based on the recommendation from the next closest air district, the
South Coast AQMD.
This analysis follows guidance from the South Coast AQMD’s Interim CEQA GHG Significance Thresholds
(SCAQMD 2008). South Coast AQMD’s thresholds are a tiered approach; projects may be determined to
be less than significant under each tier or require further analysis under subsequent tiers. As identified
in the Working Group meeting in September 2010, the five tiers are:
• Tier 1 consists of evaluating whether or not the project qualifies for any applicable exemption
under CEQA.
• Tier 2 consists of determining whether or not the project is consistent with a greenhouse gas
reduction plan. If a project is consistent with a qualifying local greenhouse gas reduction plan, it
does not have significant greenhouse gas emissions.
• Tier 3 consists of screening values, which the lead agency can choose but must be consistent. A
project’s construction emissions are averaged over 30 years and are added to a project’s
operational emissions. If a project’s emissions are under one of the following screening
thresholds, then the project is less than significant:
- All land use types: 3,000 MTCO2e per year
- Based on land use types: residential is 3,500 MTCO2e per year; commercial is 1,400
MTCO2e per year; industrial is 10,000 MTCO2e per year; and mixed use is 3,000 MTCO2e
per year
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• Tier 4 has the following options:
- Option 1: Reduce emissions from business as usual by a certain percentage; this
percentage is currently undefined
- Option 2: Early implementation of applicable AB 32 Scoping Plan measures
- Option 3: Year 2020 target for service populations (SP), which includes residents and
employees: 4.8 MTCO2e/SP/year for projects and 6.6 MTCO2e/SP/year for plans;
- Option 3, 2035 target: 3.0 MTCO2e/SP/year for projects and 4.1 MTCO2e/SP/year for
plans
• Tier 5 involves mitigation offsets to achieve target significance threshold.
Tier 1 and Tier 2 thresholds are based on planning consistency. This approach, which is referred to in the
CEQA Guidelines as “tiering,” allows agencies to rely on programmatic analysis of GHG emissions to
determine that subsequent development consistent with the regional plan w ould result in incremental
GHG emissions contribution that represent a less than significant contribution to cumulative effects.
Tier 3 significance screening levels from SCAQMD guidance are based on the concept of establishing a
90 percent GHG emission market capture rate. A 90 percent emission capture rate means that 90 percent
of total emissions from new development projects would be subject to CEQA analysis and mitigation.
The market capture rate of 90 percent was developed to capture a substantial fraction of GHG emissions
from new development projects while excluding small projects that will in aggregate contribute a
relatively small fraction of the cumulative statewide GHG emissions. This market capture rate approach
is based on guidance from the CAPCOA report CEQA & Climate Change, dated January 2008 (CAPCOA
2008). Following rationale presented in the CAPCOA Guidance, the aggregate emissions from all projects
with individual annual emissions that are equal to or less than the identified screening le vels for 90
percent market capture rate would not impede achievement of the statewide GHG emissions reduction
targets.
Tier 4 and Tier 5 interim thresholds are intended to demonstrate project consistency with the AB 32 goal
of achieving 1990 emission levels by 2020 and the SB 32 goal of reducing GHG emissions to 40 percent
below 1990 levels by 2030.
Therefore, although this project is an industrial use it has been initially compared to the SCAQMD draft
Tier 3 industrial threshold of 10,000 MTCO2e per year and then, per SCAQMD’s Tier 2 thresholds,
assessed in compliance with applicable plans, policies, regulations, and requirements adopted to
implement a statewide, regional, or local plan for the reduction or mitigation of GHG emissions. As a
land use development project, the most directly applicable adopted regulatory plan to reduce GHG
emissions is the SANDAG’s Regional Plan, which is designed to achieve regional GHG reductions from the
land use and transportation sectors as required by SB 375 and the state’s long-term climate goals. This
analysis also considers consistency with regulations and requirements adopted by the Scoping Plan and
the City’s CAP.
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5.3 Toxic Air Contaminants
Non criteria pollutants such as Hazardous Air Pollutants (HAPs) or Toxic Air Contaminants (TACs) are
also regulated by the SDAPCD. Rule 1200 (Toxic Air Contaminants - New Source Review) adopted on
June 12, 1996, requires evaluation of potential health risks for any new, relocated, or modified emission
unit which may increase emissions of one or more toxic air contaminants. The rule requires that projects
that could potentially increase cancer risk to between 1 and 10 in one million need to implement toxics
best available control technology (T-BACT) or impose the most effective emission limitation, emission
control device or control technique to reduce the cancer risk. At no time shall the project increase the
cancer risk to over 10 in one million or a health hazard index (chronic and acute) greater than one.
Projects creating cancer risks less than one in one million are not required to implement T -BACT
technology.
Therefore, the threshold for toxic air contaminants (TACs) is a maximum incremental cancer risk of 10
per million and a non-cancer (acute and chronic) hazard index of 1.0 or greater. An exceedance to these
values would be considered a significant impact.
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6.0 Air Quality Emissions Impact
6.1 Construction Air Quality Emissions Impact
The latest version of CalEEMod was used to estimate the construction emissions. The emissions
incorporate adherence to SDAPCD Rules 52, 54, 55, and 67 (as identified in Section 4.1 above).
Adherence to these rules are not considered mitigation measures as the project by default is required
to incorporate these rules during construction.
6.1.1 Temporary Construction Emissions
The construction emissions for the project would not exceed the City’s screening level thresholds during
project construction, as demonstrated in Table 8, and therefore would be considered less than
significant. Construction modeling parameters and assumptions can be found in Section 4.1.
Table 8: Estimated Maximum Daily Construction Criteria Air Pollutant Emissions
Pollutant Emissions1
Activity VOC NOx CO SO2 PM10 PM2.5
2023 7.83 77.30 68.90 0.11 15.00 8.57
2024 1.78 13.40 20.10 0.03 1.89 0.81
2025 54.60 12.60 18.90 0.03 1.83 0.75
Maximum Daily Emissions 54.60 77.30 68.90 0.11 15.00 8.57
Chula Vista Threshold 75 100 550 150 150 55
Exceeds Threshold? No No No No No No
Notes:
Source: CalEEMod Version 2022.1
1 Site Preparation and Grading phases incorporate anticipated emissions reductions required by SDAPCD Rules 52, 54, and 55 to reduce fugitive dust.
The architectural coating phases incorporate anticipated emissions reductions required by SDAPCD Rule 67 (50 g/L VOC for building coatings & 100
g/L VOC for parking lot striping).
6.1.2 Construction-Related Toxic Air Contaminant Impact
The greatest potential for toxic air contaminant emissions would be related to diesel particulate
emissions associated with heavy equipment operations during construction of the proposed project. The
Office of Environmental Health Hazard Assessment (OEHHA) has issued the Air Toxic Hot Spots Program
Risk Assessment Guidelines and Guidance Manual for the Preparation of Health Risk Assessments,
February 2015 to provide a description of the algorithms, recommended exposure variates, cancer a nd
noncancer health values, and the air modeling protocols needed to perform a health risk assessment
(HRA) under the Air Toxics Hot Spots Information and Assessment Act of 1987. Hazard identification
includes identifying all substances that are evaluated for cancer risk and/or noncancer acute, 8-hour,
and chronic health impacts. In addition, identifying any multi -pathway substances that present a cancer
risk or chronic noncancer hazard via non-inhalation routes of exposure.
CARB In-Use Off-Road Diesel-Fueled Fleets Regulation limits unnecessary idling to 5 minutes, requires all
construction fleets to be labeled and reported to CARB, bans Tier 0 equipment, and phases out Tier 1
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and 2 equipment thereby replacing fleets with cleaner equipment, and requires tha t fleets comply with
Best Available Control Technology requirements.
The closest existing sensitive receptors to the project are the single-family residential land uses located
approximately 1,425 feet (~435 meters) northeast and 1,430 feet (~436 meters) southwest of the project
site.
SDAPCD has not established guidance for conducting construction health risk assessments. Addit ionally,
the SCAQMD, the adjacent air quality district to the north, does not require land use development
projects to prepare quantitative construction HRAs and therefore has no guidance on the preparation of
construction HRAs. Given the relatively limited number of heavy-duty construction equipment and
construction schedule, the proposed project can qualitatively be determined to not result in a long -term
substantial source of toxic air containment emissions and corresponding in dividual cancer risk.
Furthermore, construction-based particulate matter (PM) emissions (including diesel exhaust emissions)
do not exceed any local or regional thresholds. Therefore, no significant short -term toxic air contaminant
impacts would occur during construction of the proposed project.
6.2 Operational Air Quality Emissions Impact
6.2.1 Operational Emissions
The operations-related criteria air quality impacts created by the proposed project have been analyzed
through the use of CalEEMod model. The operating emissions were based on year 2025, which is the
anticipated opening year for the project. The summer and winter emissions created by the proposed
project’s long-term operations were calculated and the highest emissions from either summer or winter
are summarized in Table 9. Emissions were modeled according to the parameters and assumptions
established in Section 4.2.
Table 9: Estimated Maximum Daily Operational Criteria Air Pollutant Emissions
Activity
Pollutant Emissions (pounds/day)1
VOC NOx CO SO2 PM10 PM2.5
Area Sources2 8.96 0.11 13.00 0.00 0.02 0.02
Energy Usage3 0.06 1.18 0.99 0.01 0.09 0.09
Mobile Sources4 5.95 39.90 48.20 0.34 7.14 1.92
Total Emissions 14.97 41.19 62.19 0.35 7.25 2.03
Chula Vista Thresholds 55 55 550 150 150 55
Exceeds Threshold? No No No No No No
1 Source: CalEEMod Version 2022.1
2 Area sources consist of emissions from consumer products, architectural coatings, and landscaping equipment.
3 Energy usage consists of emissions from on-site natural gas usage.
4 Mobile sources consist of emissions from vehicles and road dust.
The data in Table 9 shows that emissions from the operation of the proposed project does not exceed
City thresholds. Therefore, the impact is considered less than significant.
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6.3 CO Hot Spot Emissions
CO is the pollutant of major concern along roadways because the most notable source of CO is motor
vehicles. For this reason, CO concentrations are usually indicative of the local air quality generated by a
roadway network and are used as an indicator of potential local air quality impacts. Local air quality
impacts can be assessed by comparing future without and with project CO levels to the State and Federal
CO standards.
The SDAB is classified as a state attainment area and as a federal maintenance area for CO. Until 2003,
no violations of the state standard for CO had been recorded in the SDAB since 1991, and no violations
of the national standard had been recorded in the SDAB since 1989. The violations that took place in
2003 were likely the result of massive wildfires that occurred throughout the county. No violations of
the state or federal CO standards have occurred since 2003.
Small-scale, localized concentrations of CO above the state and national standards have the potential to
occur at intersections with stagnation points such as those that occur on major highways and heavily
traveled and congested roadways. Localized high concentrations of CO are referred to as “CO hot spots”
and are a concern at congested intersections, where automobile engines burn fuel less efficiently and
their exhaust contains more CO.
Localized CO concentration is a direct function of motor vehicle activity at signalized intersections (e.g.,
idling time and traffic flow conditions), particularly during peak commute hours and meteorological
conditions. The SDAB is a CO maintenance area under the federal CAA. This means that SDAB was
previously a non-attainment area and is currently implementing a 10-year plan for continuing to meet
and maintain air quality standards.
The SDAB is a CO maintenance area (western and central part of the SDAB only). To determine the impact
of the Project contribution to the CO concentration of the area, comparison can be made to analyses
performed by the SCAQMD. As a screening analysis, the SCAQMD conducted CO modeling for the 2003
AQMP (Appendix V: Modeling and Attainment Demonstrations, SCAQMD 2003) for the four worst -case
intersections in the SCAB: (1) Wilshire Boulevard and Veteran Avenue, (2) Sunset Boulevard and Highland
Avenue, (3) La Cienega Boulevard and Century Boulevard, and (4) Long Beach Boulevard and Imperial
Highway. At the time the 2003 AQMP was prepared, the intersection of Wilshire Boulevard and Veteran
Avenue was the most congested intersection in Los Angeles County, with an average daily traffic volume
of about 100,000 vehicles per day. Using CO emission factors for 2002, the peak modeled CO 1 -hour
concentration was estimated to be 4.6 ppm at the intersection of Wilshire Boulevard and Veteran
Avenue. The 2003 AQMP also projected 8-hour CO concentrations at these four intersections for 1997
and from 2002 through 2005. From years 2002 through 2005, the maximum 8-hour CO concentration
was 3.8 ppm at the Sunset Boulevard and Highland Avenue intersection in 2002; the maximum 8 -hour
CO concentration was 3.4 ppm at the Wilshire Boulevard and Veteran Avenue in 2002. These
concentrations did not exceed the 1-hour CO CAAQS of 20 ppm nor the 8-hour of 9 ppm. Therefore, an
intersection would need over 200,000 vehicles per day to exceed the 8 -hour CO CAAQS (9.0 ppm) or
400,000 vehicles per day to exceed 1-hour CO CAAQS (20 ppm).
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5 SDAPCD. https://www.sdapcd.org/content/dam/sdapcd/documents/rules/current -rules/Rule -51.pdf.
Accordingly, CO concentrations at congested intersections would not exceed the 8-hour CO CAAQS if
projected daily traffic would generate less than 200,000 vehicles per day or the 1-hour CO CAAQS for
less than 400,000 vehicles per day. Per the traffic study for the Project (Linscott, Law and Greenspan,
Engineers), and as shown in the CalEEMod Output (see Appendix A), the proposed project is anticipated
to generate approximately 1,549 vehicle trips per day. The traffic volume on Main Street adjacent to the
project was recorded as 16,719, with the largest traffic volume in the vicinity of the project recorded at
46,982 west of the project at the intersection of Main Street and Brandywine Avenue per the project
traffic study. Therefore, as the proposed project is anticipated to generate only 1,549 daily trips and
would not be anticipated to increase daily traffic volumes at any study intersection to more than 100,000
vehicles per day, a CO hotspot is not anticipated to occur and associated impacts would be less than
significant.
6.4 Odors
Potential sources that may emit odors during construction activities include the application of materials
such as asphalt pavement. The objectionable odors that may be produced during the construction
process are of short-term in nature and the odor emissions are expected cease upon the drying or
hardening of the odor producing materials. Diesel exhaust and VOCs would be emitted during
construction of the project, which are objectionable to some; however, emissions would disperse rapidly
from the project site and therefore should not reach an objectionable level at the nearest sensitive
receptors located 1,425 feet northeast from the project. Due to the short-term nature and limited
amounts of odor producing materials being utilized, no significant impact related to odors would occur
during construction of the proposed project.
SDAPCD Rule 51 recommends that odor impacts be addressed in a qualitative manner.5 Such an analysis
shall determine whether the project would result in excessive nuisance odors, as defined under the
California Code of Regulations and Section 41700 of the California Health and Safety Code, and thus
would constitute a public nuisance related to air quality.
Land uses and industrial operations typically associated with odor complains include agricultural uses,
wastewater treatment plants, food processing plants, chemical plants, refineries, landfills, dairies, and
fiberglass molding. The proposed operations including an industrial warehouse use totaling 158,418
square feet and 140,802 square feet of self-storage use. Therefore, the anticipated uses for the proposed
industrial project are not typically associated with objectionable odors.
6.5 Cumulative Regional Air Quality Impacts
Cumulative projects include local development as well as general growth within the project area. A list
of projects that could contribute to a cumulative impact with the project are included in Appendix B.
However, as with most development, the greatest source of emissions is from mobile sources, which
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travel well out of the local area. Therefore, from an air quality standpoint, the cumulative analysis would
extend beyond any local projects and when wind pat terns are considered, would cover an even larger
area. Accordingly, the cumulative analysis for the project’s air quality must be generic by nature.
For cumulative impacts from the project, the analysis must specifically evaluate contribution to the
cumulative increase in pollutants for which the SDAB is designated as nonattainment for the CAAQS and
NAAQS. If the project does not exceed thresholds and is determined to have less than-significant project-
specific impacts, it may still contribute to a significant cumulative air quality impact if the emissions from
the project, in combination with the emissions from other proposed or reasona bly foreseeable future
projects, are in excess of established thresholds. However, the project would only be considered to have
a significant cumulative impact if the project’s contribution accounts for a significant proportion of the
cumulative total emissions (i.e., it represents a “cumulatively considerable contribution” to the
cumulative air quality impact).
The project area is out of attainment for O3 for federal standards and O3, PM10, and PM2.5 for state
standards. Construction and operation of cumulative projects will further degrade the local air quality,
as well as the air quality of the SDAB. As discussed in Section 6.1.1, the construction related emissions
will be below the significance levels of SCAQMD significance thresholds utilized by the City and would
not result in significant impacts to air quality. Construction will be short -term and consistent with the
size and scale of the project. Construction of the project will potentially be conducted at the same time
and in the same general vicinity as other major construction projects; however, project construction is
not anticipated to result in a cumulatively significant impact related to particulate matter emissions as
the other identified cumulative projects are not close enough to the project site to generate cumulatively
considerable particulate matter emission levels. Impacts would be less than significant.
Furthermore, the project will not contribute to any cumulative odor impacts through compliance with
SDAPCD Rule 51, which prohibits emissions from a project that would cause injury, detriment, nuisance,
or annoyance to the public health or damage to property, as discussed in Section 6.4.
As stated in Section 2.1.2, the RAQS relies on SANDAG growth projections based on population, vehicle
trends, and land use plans developed by the cities and by the county as part of the development of their
general plans. It is assumed that a project which conforms to the General Plan, and does not have
emissions exceeding operational thresholds, will not create a cumulatively considerable net increase to
ozone since the emissions were accounted for in the RAQS. The project site has a land use designation
of Limited Industrial (IL) according to the City of Chula Vista General Plan Land Use Diagram . Per the
General Plan, the IL designation is intended for light manufacturing; warehousing; certain public utilities;
auto repair; auto salvage yards; and flexible-use projects that combine these uses with associated office
space. Therefore, the project would be consistent with the existing general plan and zoning for the City
of Chula Vista; therefore, the project would be considered consistent with the RAQS. Furthermore, as
shown in Section 6.2.1, operational emissions generated by the project would be below the established
significance thresholds for criteria pollutants, and the project’s operational emissions would not result
in a cumulatively considerable contribution to the region’s poor air quality. Cumulative air quality
impacts would, therefore, be less than significant.
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6.6 Health and Equity Impacts
Existing pollution and socioeconomic vulnerability are key factors in determining the full impact of a
project. CalEnviroScreen (CES) 4.0 creates a score based on the existing pollution burden and population
characteristics to demonstrate the effects of pollution burden. The maximum CES score is 100. A high
score (i.e., greater than 50) reflects a higher pollution burden compared to other census tracts in the
state. The CES score for the project area is currently 32. Additionally, the California Healthy Places Index
(HPI) is based on a composite of all HPI indicators and scores the existing health of a community. T he
maximum HPI score is 100. A high score (i.e., greater than 50) reflects healthier community conditions
compared to other census tracts in the state. The HPI for the existing project area in 77.
The project would not exceed any thresholds of significance as demonstrated in sections 6.1 and 6.2 and
would not contribute to a cumulative impact in the area, as discussed in section 6.5. Therefore, the
project would not contribute to a worsening of the health and equity of the area. Furthermore, the
project will be implementing programs to improve social equity, encouraging community input in the
project and maintaining community communication. The complete list of health and equity measures to
be implemented can be found in the CalEEMod output in Appendix A. Based on these measures, the
project would qualify for the first tier of the CalEEMod Health and Equity Evaluation Scorecard, the Acorn
equity award level.
6.7 Air Quality Compliance
The California Environmental Quality Act (CEQA) requires a discussion of any inconsistencies between a
proposed project and applicable General Plans and Regional Plans (CEQA Guidelines Section 15125). The
regional plan that applies to the proposed project includes the RAQS. Therefore, this section discusses
any potential inconsistencies of the proposed project with the RAQS.
The purpose of this discussion is to set forth the issues regarding consistency with the assumpt ions and
objectives of the RAQS and discuss whether the proposed project would interfere with the region’s
ability to comply with Federal and State air quality standards. If the decision -makers determine that the
proposed project is inconsistent, the lead agency may consider project modifications or inclusion of
mitigation to eliminate the inconsistency.
The RAQS relies on information from CARB and SANDAG, including projected growth in the County,
mobile, area, and all other source emissions in order to project future emissions and determine
strategies necessary for the reduction of stationary source emissions. Those projects that propose
development that is consistent with the City’s General Plan are; therefore, consistent with the RAQS.
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SANDAG’s Regional Growth Forecast notes that the City will add 42,107 new jobs between 2016 and
2050.6 The project is an industrial use consisting of industrial warehouse and self-storage buildings that
would include additional employees in the area, and these positions would be expected to be filled by
Chula Vista residents and others in the surrounding area. Because the project is not residential it would
not generate direct population or housing growth and the relatively small employment growth
associated with the project would be consistent with SANDAG’s employment forecast and the City’s
General Plan. Therefore, the project is consistent with the RAQS.
6 SANDAG Regional Growth Forecast appendix -f ---regional -growth -forecast -and-scs -land -use -pattern.pdf (sdforward.com).
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7.0 Greenhouse Gas Impact Analysis
7.1 Construction Greenhouse Gas Emissions Impact
The greenhouse gas emissions from project construction equipment and worker vehicles are shown i n
Table 10. The emissions are from all phases of construction. As the City has not established thresholds
for construction-related GHG emissions, construction-related emissions are amortized over a 30-year
period in conjunction with the proposed project’s operational emissions as recommended by Association
of Environmental Professionals (AEP 2016).
The total construction emissions amortized over a period of 30 years are estimated at 36.63 metric tons
of CO2e per year. Annual CalEEMod output calculations are provided in Appendix A.
Table 10: Estimated Annual Construction Greenhouse Gas Emissions 1
Year Metric Tons Per Year
Bio-CO2 NBio-CO2 Total CO2 CH4 N20 CO2e (MT)2
2023 0.00 380.00 380.00 0.02 0.01 384.00
2024 0.00 570.00 570.00 0.03 0.03 579.00
2025 0.00 134.00 134.00 0.01 0.01 136.00
Total 0.00 1084.00 1084.00 0.06 0.05 1099.00
Annualized Construction Emissions3 36.63
Notes:
1. Source: CalEEMod output (Appendix A)
2. MTCO2e=metric tons of carbon dioxide equivalents (includes carbon dioxide, methane and nitrous oxide).
3. The emissions are averaged over 30 years per recommendations by AEP (2016).
7.2 Operational Greenhouse Gas Emissions Impact
Operational emissions occur over the life of the project. Table 11 shows that the total for the proposed
project’s emissions (baseline emissions without credit for any reductions from sustainable design and/or
regulatory requirements) would be 8,573.93 metric tons of CO2e per year. Therefore, as the total
emissions for the proposed project would not exceed the SCAQMD draft Tier 3 industrial threshold of
10,000 MT of CO2e per year, impacts are considered to be less than significant.
<Table 11, next page>
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Table 11: Opening Year Project-Related Greenhouse Gas Emissions
Category
Greenhouse Gas Emissions (Metric Tons/Year)1
Bio-CO2 NonBio-CO2 CO2 CH4 N2O R CO2e
Area Sources2 0.00 4.37 4.37 0.00 0.00 0.00 4.50
Energy Usage3 0.00 648.00 648.00 0.04 0.00 0.00 650.00
Mobile Sources4 0.00 5,998.00 5,998.00 0.31 0.80 6.61 6,251.00
Solid Waste5 25.10 0.00 25.10 2.51 0.00 0.00 87.80
Water6 22.00 127.00 149.00 2.26 0.05 0.00 224.00
Refrigerants 0.00 0.00 0.00 0.00 0.00 1,320.00 1,320.00
Subtotal Emissions 47.10 6,777.37 6,824.47 5.12 0.85 1,326.61 8,537.30
Amortized Construction Emissions7 36.63
Total Emissions 8,573.93
Threshold 10,000
Exceeds Threshold? No
Notes:
1 Source: CalEEMod Version 2022.1
2 Area sources consist of GHG emissions from consumer products, architectural coatings, and landscape equipment.
3 Energy usage consist of GHG emissions from electricity and natural gas usage.
4 Mobile sources consist of GHG emissions from vehicles.
5 Solid waste includes the CO2 and CH4 emissions created from the solid waste placed in landfills.
6 Water includes GHG emissions from electricity used for transport of water and processing of wastewater.
7 Construction GHG emissions based on a 30 year amortization rate.
7.3 Greenhouse Gas Plan Consistency
The proposed project could have the potential to conflict with any applicable plan, policy or regulation
of an agency adopted for the purpose of reducing the emissions of greenhouse gases. The project’s GHG
impacts are evaluated by assessing the project’s consistency with applicable statewide, regional, and
local GHG reduction plans and strategies.
The Office of Planning and Research (OPR) encourages lead agencies to make use of programmatic
mitigation plans and programs from which to tier when they perf orm individual project analyses. The
City has adopted the City of Chula Vista CAP which encourage and require applicable projects to
implement energy efficiency measures. In addition, the California Climate Action Report (CAT) Report
provides recommendations for specific emission reduction strategies for reducing GHG emissions and
reaching the targets established in AB 32 and Executive Order S-3-05. On a statewide level, the 2008
Climate Change Scoping Plan provides measures t o achieve AB 32 targets. On a regional level, the
SANDAG’s Regional Plan contains measures to achieve VMT reductions required under SB 375. Thus, if
the project complies with these plans, policies, regulations, and requirements, the project would result
in a less than significant impact because it would be consistent with the overarching state, regional, and
local plans for GHG reduction.
A consistency analysis is provided below and describes the project’s compliance with or exceedance of
performance-based standards included in the regulations outlined in the applicable portions of the City
of Chula Vista CAP, 2008 and 2017 Climate Change Scoping Plan, and SANDAG’s Regional Plan.
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City of Chula Vista CAP Consistency Analysis
The focus of the City’s updated CAP included promoting energy- and water-efficient buildings, smart
growth and clean transit, zero waste policies, and increased local energy generation and water
resources. Table 12 summarizes reduction strategies from the CAP and evaluates project consistency
with each strategy. As shown in Table 12, as many of the CAP reduction strategies would be implemented
directly by the City, they are not applicable to individual development projects. The project would be
consistent with all applicable CAP reduction strategies; therefore, the project would not conflict with the
CAP.
Table 12: Project Consistency with the City of Chula Vista Climate Action Plan
Category Reduction Strategy Project Consistency
Water Conservation & Reuse
Water Education and Enforcement Expand education and enforcement
targeting landscape water waste.
Not applicable. The project would
not impede the City’s efforts to
expand education or enforcement
targeting landscaping water waste.
Water Efficiency Upgrades
Update the City’s Landscape Water
Conservation Ordinance to promote
more water-wise landscaping
designs.
Not applicable. The project would
not impede the City’s efforts to
update the City’s Landscape Water
Conservation Ordinance.
Require water-saving retrofits in
existing buildings at a specific point
in time.
Not applicable. The project does not
include the re-use of existing
buildings and would not impede the
City’s efforts to require water-saving
retrofits in existing buildings.
Water Reuse Plan & System
Installations
Develop a Water Reuse Master Plan
to maximize the use of storm water,
graywater, and onsite water
reclamation.
Not applicable. The project would
not impede the City’s efforts to
develop a Water Reuse Master Plan.
Streamline complex graywater
system’s permit review.
Not applicable. The project would
not impede the City’s efforts to
streamline permit review for
graywater systems.
Waste Reduction
Zero Waste Plan
Develop a Zero Waste Plan to
supplement statewide green waste,
recycling, and plastic bag ban the City’s
efforts.
Not applicable. The project would
not impede the City’s efforts to
develop a Zero Waste Plan.
Renewable & Energy Efficient
Energy Education & Enforcement
Expand education targeting key
community segments and facilitating
energy performance disclosure.
Not applicable. The project would
not impede the City’s efforts to
expand energy education and
performance disclosure.
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Leverage the building inspection
process to distribute energy-related
information and to deter unpermitted,
low performing energy improvements.
Not applicable. The project would
not impede the City’s efforts to
distribute energy related
information
Clean Energy Sources
Incorporate Solar Photovoltaic into all
new residential and commercial
buildings.
Not applicable. The project is an
industrial project and would not
impede the City’s efforts to adopt
pre-wiring standards or to develop a
solar photovoltaic requirement in
residential and commercial
buildings.
Provide more grid-delivered clean
energy through Community Choice
Aggregation or other mechanism.
Not applicable. The project would
not impede the City’s efforts to
provide grid-delivered clean energy.
Energy Efficiency Upgrades
Expand the City’s “cool roof”
standards to include re-roofs and
western areas.
Not applicable. The project would
not impede the City’s efforts to
revise the City’s “cool roof”
standards to include re-roofs and
western areas.
Facilitate more energy upgrades in
the community through incentives,
permit streamlining and education.
Not applicable. The project would
not impede the City’s efforts to
facilitate energy upgrades in the
community.
Require energy-savings retrofits in
existing buildings at a specific point
in time.
Not applicable. The project would
not impede the City’s efforts to
require energy savings retrofits in
existing buildings.
Robust Urban Forests
Plant more shade trees to save
energy, address heat island issues,
and improve air quality.
Consistent. The project will be
required to plant shade trees within
the parking lot, along the project
perimeter, etc. as per specifications
identified within the City's Municipal
Code for industrial uses.
Smart Growth & Transportation
Complete Streets & Neighborhoods
Incorporate “Complete Streets”
principles into municipal capital
projects and plans.
Not applicable. The project would
not impede the City’s efforts to
improve municipal capital projects
and plans.
Encourage higher density and mixed-
use development in Smart Growth
areas, especially around trolley stations
and other transit nodes.
Not applicable. The project would
not impede the City’s efforts to
construct additional high density
and mixed-use development in
Smart Growth areas.
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Transportation Demand Management
Utilize bike facilities, transit
access/passes and other Transportation
Demand Management and congestion
management offerings.
Consistent. The project would not
impede the City’s efforts to develop
Transportation Demand
Management and congestion
management offerings.
Furthermore, the project site is
located in close proximity to existing
transit stops, with stops located as
close as approximately 1 mile west
of the project site. The project will
provide 15 lockers for bicycle
storage onsite,
Expand bike-sharing, car-sharing,
and other “last mile” transportation
options.
Consistent. The project would not
impede the City’s efforts to develop
Transportation Demand
Management and congestion
management offerings.
Furthermore, the project site is
located in close proximity to existing
transit stops, with stops located as
close as approximately 1 mile west
of the project site and would have
15 bicycle parking stalls onsite.
Alternative Fuel Vehicle Readiness
Support the installation of more local
alternative fueling stations.
Consistent. The project would not
impede the City’s efforts to install
more local alternative fueling
stations.
Designate preferred parking for
alternative fuel vehicles.
Consistent. The project will
designate 8 percent of parking to
clean air vehicles and 6 percent to
electric vehicle charging. The project
would be designed to comply with
2019 CalGreen requirements for
provisions of electric vehicle
charging equipment a minimum.
Design all new residential and
commercial buildings to be “Electric
Vehicle Ready.”
Consistent. The project is not a
residential or commercial use;
however, it would be designed to
comply with 2019 CalGreen
requirements for provisions of
electric vehicle charging equipment.
Notes:
1 Source: Chula Vista Climate Action Plan, September 2017.
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Consistency with SANDAG’s San Diego Forward: the Regional Plan
Regarding consistency with SANDAG’s Regional Plan, the proposed project would include site design
elements and Project Design Features (PDFs) developed to support the policy objectives of the RTP and
SB 375.
Table 13 illustrates the proposed project’s consistency with all applicable goals and policies of the
Regional Plan (SANDAG 2021).
Table 13: Project Consistency with San Diego Forward: The Regional Plan1
Category Policy Objective or Strategy Consistency Analysis
The Regional Plan - Policy Objectives
Mobility Choices
Provide safe, secure, healthy, affordable,
and convenient travel choices between
the places where people live, work, and
play.
Consistent. The proposed project is
be located near MTS bus route
703/704 and Interstate 805.
Mobility Choices
Take advantage of new technologies to
make the transportation system more
efficient and environmentally friendly.
Consistent. The proposed project
would not impair SANDAG’s ability
to employ new technologies to
make travel more reliable and
convenient.
Habitat and Open Space Preservation
Focus growth in areas that are already
urbanized, allowing the region to set aside
and restore more open space in our less
developed areas.
Consistent. The proposed project is
surrounded by existing industrial
development and would be located
close to major urban centers.
Furthermore, the proposed project
would also be a source of
employment.
Habitat and Open Space Preservation
Protect and restore our region’s urban
canyons, coastlines, beaches, and water
resources.
Consistent. The proposed project
would not impair the ability of
SANDAG to protect and restore
urban canyons, coastlines, beaches,
and water resources. Furthermore,
the proposed project is located in
an already developed area. The
project is providing habitat
mitigation and restoration of open
space areas
Regional Economic Prosperity
Invest in transportation projects that
provide access for all communities to a
variety of jobs with competitive wages.
Not Applicable. The proposed
project would not impair the ability
of SANDAG to invest in
transportation projects available to
all members of the Community.
Regional Economic Prosperity
Build infrastructure that makes the
movement of freight in our community
more efficient and environmentally
friendly.
Consistent. The project proposes
the development of the site with
industrial and self-storage buildings
in close proximity to other
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industrial uses and near Interstate
805.
Partnerships/Collaboration
Collaborate with Native American tribes,
Mexico, military bases, neighboring
counties, infrastructure providers, the
private sector, and local communities to
design a transportation system that
connects to the mega‐region and national
network, works for everyone, and fosters
a high quality of life for all.
Consistent. The proposed project
would not impair the ability of
SANDAG to provide transportation
choices to better connect the San
Diego region with Mexico,
neighboring counties, and tribal
nations. As well, under AB 52
collaboration with Native American
tribes did occur.
Partnerships/Collaboration
As we plan for our region, recognize the
vital economic, environmental, cultural,
and community linkages between the San
Diego region and Baja California.
Not Applicable. The proposed
project would not impair the ability
of SANDAG to provide
transportation choices to better
connect the San Diego region with
Mexico.
Healthy and Complete Communities Create great places for everyone to live,
work, and play.
Consistent. The proposed project is
an industrial project with a current
land use designation of Limited
Industrial (IL) according to the City
of Chula Vista General Plan Land
Use Diagram. The proposed
industrial project is located near
MTS bus route 703/704 and
Interstate 805. The project site is
also surrounded by existing
industrial uses.
Healthy and Complete Communities
Connect communities through a variety of
transportation choices that promote
healthy lifestyles, including walking and
biking.
Consistent. The proposed project is
an industrial and self-storage
project located near MTS bus route
703/704 and Interstate 805. The
project site is also surrounded by
existing industrial uses.
Environmental Stewardship
Make transportation investments that
result in cleaner air, environmental
protection, conservation, efficiency, and
sustainable living.
Consistent. The proposed project is
an industrial and self-storage
project located near MTS bus route
703/704 and Interstate 805.
Environmental Stewardship Support energy programs that promote
sustainability.
Consistent. The proposed project
would be in compliance with the
current building standards.
Sustainable Communities Strategy - Strategies
Strategy Number 1
Focus housing and job growth in
urbanized areas where there is existing
and planned transportation
infrastructure, including transit.
Consistent. The proposed project
would be located close to major
urban centers as it is located near
MTS bus route 703/704 and
Interstate 805 and is surrounded by
existing industrial development.
Furthermore, the proposed project
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would also be a source of
employment.
Strategy Number 2
Protect the environment and help ensure
the success of smart growth land use
policies by preserving sensitive habitat,
open space, cultural resources, and
farmland.
Consistent. The proposed project
would be located close to major
urban centers as it is located near
MTS bus route 703/704 and
Interstate 805 and is surrounded by
existing industrial development.
Strategy Number 3
Invest in a transportation network that
gives people transportation choices and
reduces greenhouse gas emissions.
Consistent. The proposed project is
an industrial and self-storage
project located near MTS bus route
703/704 and Interstate 805.
Strategy Number 4 Address the housing needs of all
economic segments of the population.
Not Applicable. The proposed
project would not impair the ability
of SANDAG to address housing
needs of all economic segments of
the population.
Strategy Number 5 Implement the Regional Plan through
incentives and collaboration.
Not Applicable. The proposed
project would not impair the ability
of SANDAG to implement the
Regional Transportation Plan
through incentives and
collaborations.
Notes:
MTS = San Diego Metropolitan Transit System; SANDAG = San Diego Association of Governments.
1 Source: SANDAG, 2021.
As shown in Table 13, the proposed project is consistent with all applicable Regional Plan Policy
Objectives or Strategies. Impacts would be less than significant.
CARB Scoping Plan Consistency
The ARB Board approved a Climate Change Scoping Plan in December 2008. The Scoping Plan outlines
the State’s strategy to achieve the 2020 greenhouse gas emissions limit. The Scoping Plan “proposes a
comprehensive set of actions designed to reduce overall greenhouse gas emissions in California, improve
our environment, reduce our dependence on oil, diversify our energy sources, save energy, create new
jobs, and enhance public health” (California Air Re sources Board 2008). The measures in the Scoping
Plan have been in place since 2012.
This Scoping Plan calls for an “ambitious but achievable” reduction in California’s greenhouse gas
emissions, cutting approximately 30 percent from business-as-usual emission levels projected for 2020,
or about 10 percent from today’s levels. On a per-capita basis, that means reducing annual emissions of
14 tons of carbon dioxide for every man, woman and child in California down to about 10 tons per person
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by 2020. The state achieved the 2020 goal in 2016 by implementing the nine early action measures listed
in Table 14.
In May 2014, CARB released its First Update to the Climate Change Scoping Plan (CARB 2014). This
Update identifies the next steps for California’s leadership on climate change. While California continues
on its path to meet the near-term 2020 greenhouse gas limit, it must also set a clear path toward long-
term, deep GHG emission reductions. This report highlights California’s success to date in reducing its
GHG emissions and lays the foundation for establishing a broad framework for continued emission
reductions beyond 2020, on the path to 80 percent below 1990 levels by 2050.
In November 2017, CARB release the 2017 Scoping Plan. This Scoping Plan incorporates , coordinates,
and leverages many existing and ongoing efforts and identifies new policies and actions to accomplish
the State’s climate goals, and includes a description of a suite of specific actions to meet the State’s 2030
GHG limit. In addition, Chapter 4 provides a broader description of the many actions and proposals being
explored across the sectors, including the natural resources sector, to achieve the State’s mid and long -
term climate goals.
Guided by legislative direction, the actions identified in the 2017 Scoping Plan reduce overall GHG
emissions in California and deliver policy signals that will continue to drive investment and certainty in a
low carbon economy. The 2017 Scoping Plan builds upon the successful framework established by the
Initial Scoping Plan and First Update, while identifying new, technologically feasible, and cost -effective
strategies to ensure that California meets its GHG reduction targets in a way that promotes and rewards
innovation, continues to foster economic growth, and delivers improvements to the environment and
public health, including in disadvantaged communities. The Plan includes policies to require direct GHG
reductions at some of the State’s largest stationary sources and mobile sources. These policies include
the use of lower GHG fuels, efficiency regulations, and the Cap -and Trade Program, which constrains and
reduces emissions at covered sources.
As the latest, 2017 Scoping Plan builds upon previous versions, project consistency with applicable
strategies of both the 2008 and 2017 Plan are assessed in Table 14. As shown in Table 14, the project is
consistent with the applicable strategies and would result in a less than significant impact.
Table 14: Project Consistency with CARB Scoping Plan Policies and Measures1
2008 Scoping Plan Measures to Reduce Greenhouse Gas
Emissions Project Compliance with Measure
California Light-Duty Vehicle Greenhouse Gas Standards –
Implement adopted standards and planned second phase of the
program. Align zero-emission vehicle, alternative and renewable
fuel and vehicle technology programs with long-term climate
change goals.
Consistent. These are CARB enforced standards;
vehicles that access the project that are required
to comply with the standards will comply with
the strategy.
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Energy Efficiency – Maximize energy efficiency building and
appliance standards; pursue additional efficiency including new
technologies, policy, and implementation mechanisms. Pursue
comparable investment in energy efficiency from all retail
providers of electricity in California.
Consistent. The project will be compliant with the
current Title 24 standards.
Low Carbon Fuel Standard – Develop and adopt the Low Carbon
Fuel Standard.
Consistent. These are CARB enforced standards;
vehicles that access the project that are required
to comply with the standards will comply with
the strategy.
Vehicle Efficiency Measures – Implement light-duty vehicle
efficiency measures.
Consistent. These are CARB enforced standards;
vehicles that access the project that are required
to comply with the standards will comply with
the strategy.
Medium/Heavy-Duty Vehicles – Adopt medium and heavy-duty
vehicle efficiency measures.
Consistent. These are CARB enforced standards;
vehicles that access the project that are required
to comply with the standards will comply with
the strategy.
Green Building Strategy – Expand the use of green building
practices to reduce the carbon footprint of California’s new and
existing inventory of buildings.
Consistent. The California Green Building
Standards Code (proposed Part 11, Title 24) was
adopted as part of the California Building
Standards Code in the CCR. Part 11 establishes
voluntary standards, that are mandatory in the
2019 edition of the Code, on planning and design
for sustainable site development, energy
efficiency (in excess of the California Energy Code
requirements), water conservation, material
conservation, and internal air contaminants. The
project will be subject to these mandatory
standards.
High Global Warming Potential Gases – Adopt measures to reduce
high global warming potential gases.
Consistent. CARB identified five measures that
reduce HFC emissions from vehicular and
commercial refrigeration systems; vehicles that
access the project that are required to comply
with the measures will comply with the strategy.
Recycling and Waste – Reduce methane emissions at landfills.
Increase waste diversion, composting, and commercial recycling.
Move toward zero-waste.
Consistent. The state is currently developing a
regulation to reduce methane emissions from
municipal solid waste landfills. The project will be
required to comply with City programs, such as
any City recycling and waste reduction programs,
which comply, with the 75 percent reduction
required by 2020 per AB 341.
Water – Continue efficiency programs and use cleaner energy
sources to move and treat water.
Consistent. The project will comply with all
applicable City ordinances and CAL Green
requirements.
2017 Scoping Plan Recommended Actions to Reduce Greenhouse
Gas Emissions
Project Compliance with Recommended Action
Implement Mobile Source Strategy: Further increase GHG
stringency on all light-duty vehicles beyond existing Advanced
Clean Car regulations.
Consistent. These are CARB enforced standards;
vehicles that access the project that are required
to comply with the standards will comply with
the strategy.
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Implement Mobile Source Strategy: At least 1.5 million zero
emission and plug-in hybrid light-duty electric vehicles by 2025 and
at least 4.2 million zero emission and plug-in hybrid light-duty
electric vehicles by 2030.
Consistent. These are CARB enforced standards;
vehicles that access the project that are required
to comply with the standards will comply with
the strategy.
Implement Mobile Source Strategy: Innovative Clean Transit:
Transition to a suite of to-be-determined innovative clean transit
options. Assumed 20 percent of new urban buses purchased
beginning in 2018 will be zero emission buses with the penetration
of zero-emission technology ramped up to 100 percent of new
sales in 2030. Also, new natural gas buses, starting in 2018, and
diesel buses, starting in 2020, meet the optional heavy -duty low-
NOX standard.
Consistent. These are CARB enforced standards;
vehicles that access the project that are required
to comply with the standards will comply with
the strategy.
Implement Mobile Source Strategy: Last Mile Delivery: New
regulation that would result in the use of low NOX or cleaner
engines and the deployment of increasing numbers of zero -
emission trucks primarily for class 3-7 last mile delivery trucks in
California. This measure assumes ZEVs comprise 2.5 percent of
new Class 3–7 truck sales in local fleets starting in 2020, increasing
to 10 percent in 2025 and remaining flat through 2030.
Consistent. These are CARB enforced standards;
vehicles that access the project that are required
to comply with the standards will comply with
the strategy.
Implement SB 350 by 2030: Establish annual targets for statewide
energy efficiency savings and demand reduction that will achieve a
cumulative doubling of statewide energy efficiency savings in
electricity and natural gas end uses by 2030.
Consistent. The project will be compliant with the
current Title 24 standards.
By 2019, develop regulations and programs to support organic
waste landfill reduction goals in the SLCP and SB 1383.
Consistent. The project will be required to
comply with City programs, such as any City
recycling and waste reduction programs, which
comply, with the 75 percent reduction required
by 2020 per AB 341.
Notes:
1 Source: CARB Scoping Plan (2008 and 2017)
Therefore, the project will not conflict with any applicable plan, policy or regulation of an agency adopted
for the purpose of reducing the emissions of greenhouse gases. Impacts are considered to be less than
significant.
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8.0 Health Risk Assessment
The on-going operation of the proposed project would generate toxic air contaminant (TAC) emissions
from diesel truck emissions. The California Air Pollution Control Officers Association (CAPCOA) has
developed TAC health risk assessment guidelines to provide consistent, statewide procedures for
preparing the health risk assessments required under the Air Toxics “Hot Spots” Act. The title of these
guidelines is CAPCOA Air Toxics “Hot Spots” Program Revised 1992 Risk Assessment Guidelines. The
District recommends that lead agencies conduct TAC risk assessments in accordance with the CAPCOA
Risk Assessment Guidelines, as supplemented by the District’s supplemental guidelines. According
CAPCOA guidelines, health effects 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 toxic air contaminants over a 30-year lifetime will contract cancer, based on the use of standard risk-
assessment methodology.
The SDAPCD TAC threshold of 10 in one million is defined as the “maximum incremental cancer risk” and
is used as the threshold for said project. The nearest sensitive receptors to the project site are the
existing single-family residential land uses located approximately 1,425 feet (~435 meters) northeast and
1,430 feet (~436 meters) southwest of the project site.
As stated previously, the proposed project is the development of the site with three industrial buildings
totaling 158,418 square feet and one three-story self-storage building totaling 140,802 square feet and,
per the traffic study for the Project (Linscott, Law and Greenspan), is anticipated to have approximately
1,549 daily vehicles trips with 200 of the trips anticipated to be truck trips per CalEEMod fleet mix data.
Furthermore, as per the project site plan, the industrial buildings are to have a total of five dock-high
doors and sixteen grade-level doors for loading activities; however, the associated emissions from those
loading docks would not be anticipated to exceed thresholds. Furthermore, truck idling is limited to 5-
minutes per Rule 2485.
Finally, the most recent Health Risk Assessment for Proposed Land Use Projects prep ared by CAPCOA
(July 2009) recommends avoiding siting new sensitive land uses within 1,000 feet of a distribution center
(that accommodates more than 100 trucks per day, more than 40 trucks with operating transport
refrigeration units (TRUs) per day, or where TRU unit operations exceed 300 hours per week). A summary
of the basis for the distance recommendations can be found in the ARB Handbook Air Quality and Land
Use Handbook: A Community Health Perspective.
The industrial buildings proposed as part of the project are to be unrefrigerated warehouses and would,
therefore, not include TRUs. In addition, sensitive receptors are located in excess of 1,000 feet from the
project site boundaries. Therefore, a quantitative health risk assessment would not be required for said
project as emissions are far below thresholds. Significant TAC impacts from the project-related
operational DPM sources are not anticipated and no significant long-term operations-related TAC
impacts from the proposed project to nearby sensitive receptors would occur.
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9.0 References
The following references were used in the preparing this analysis.
Association of Environmental Professionals (AEP)
2016 Final White Paper – Beyond 2020 and Newhall. October 18.
California Air Pollution Control Officers Association
2009 Health Risk Assessments for Proposed Land Use Projects
California Air Resources Board
2005 Air Quality and Land Use Handbook: A Community Health Perspective. April.
2008 Resolution 08-43
2008 Recommended Approaches for Setting Interim Significance Thresholds for Greenhouse Gases
under the California Environmental Quality Act
2008 ARB Recommended Interim Risk Management Policy for Inhalation-Based Residential Cancer
Risk – Frequently Asked Questions
2008 Climate Change Scoping Plan, a framework for change.
2011 Supplement to the AB 32 Scoping Plan Functional Equivalent Document
2013 Revised Emission Factors for Gasoline Marketing Operations at California Gasoline
Dispensing Facilities
2014 First Update to the Climate Change Scoping Plan, Building on the Framework Pursuant to AB32,
the California Global Warming Solutions Act of 2006. May.
2017 The 2017 Climate Change Scoping Plan, The Strategy for Achieving California’s 2030
Greenhouse Gas Target, Draft. October 27, 2017.
2021 Historical Air Quality, Top 4 Summary
California Public Utilities Commission (CPUC)
2021 Renewables Portfolio Standard (RPS) Program. https://www.cpuc.ca.gov/rps/.
City of Chula Vista
2000 Chula Vista CO2 Reduction Plan. Adopted November 14, 2000.
2008 Climate Change Working Group Measures Implementation Plan. July 2008.
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2011 Climate Adaptation Strategies Implementation Plans. May 2011.
2014 2012 Greenhouse Gas Inventory.
2017 Chula Vista Climate Action Plan. Adopted September 2017.
2018 2014 Community Greenhouse Gas Emissions Inventory. Adopted September 2018.
Governor’s Office of Planning and Research
2008 CEQA and Climate: Addressing Climate Change Through California Environmental Quality Act
(CEQA) Review
2009 CEQA Guideline Sections to be Added or Amended
Intergovernmental Panel on Climate Change (IPCC)
2014 Fifth Assessment Report (AR5), Climate Change 2014: Synthesis Report.
Office of Environmental Health Hazard Assessment
2015 Air Toxics Hot Spots Program Risk Assessment Guidelines
South Coast Air Quality Management District (SCAQMD)
2008 Draft Guidance Document – Interim CEQA Greenhouse Gas (GHG) Significance Threshold.
October 2008.
2009 Greenhouse Gas CEQA Significance Threshold Stakeholder Working Group 14. November 19,
2009.
San Diego County
2007 County of San Diego Guidelines for Determining Significance and Report Format and Content
Requirements: Air Quality. March 19.
2018 County of San Diego Guidelines for Determining Significance Climate change. January 2018.
San Diego Association of Governments (SANDAG)
2015 SANDAG Data Surfer. http://datasurfer.sandag.org/
2016 2016 Regional Transportation Improvement Program
San Diego Air Pollution Control District
2017 Annual Air Quality Monitoring Network Plan 2016. June 30.
2020 ”Attainment Status” https://www.sandiegocounty.gov/content/sdc/apcd/en/air-quality-
planning/attainment-status.html
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San Diego Gas & Electric (SDG&E)
2021 Substitute Sheets to Update Draft 2021 Renewables Portfolio Standard Procurement Plan .
September 13, 2021.
https://www.sdge.com/sites/default/files/regulatory/SDGE%202021%20Draft%20RPS%20Pl
an%20Update%20PUBLIC%20VERSION%20for%20posting%20to%20website.pdf.
Appendix A:
CalEEMod Output
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Nirvana Chula Vista Self Storage Detailed Report
Table of Contents
1. Basic Project Information
1.1. Basic Project Information
1.2. Land Use Types
1.3. User-Selected Emission Reduction Measures by Emissions Sector
2. Emissions Summary
2.1. Construction Emissions Compared Against Thresholds
2.2. Construction Emissions by Year, Unmitigated
2.3. Construction Emissions by Year, Mitigated
2.4. Operations Emissions Compared Against Thresholds
2.5. Operations Emissions by Sector, Unmitigated
2.6. Operations Emissions by Sector, Mitigated
3. Construction Emissions Details
3.1. Site Preparation (2023) - Unmitigated
3.2. Site Preparation (2023) - Mitigated
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3.3. Grading (2023) - Unmitigated
3.4. Grading (2023) - Mitigated
3.5. Building Construction (2023) - Unmitigated
3.6. Building Construction (2023) - Mitigated
3.7. Building Construction (2024) - Unmitigated
3.8. Building Construction (2024) - Mitigated
3.9. Building Construction (2025) - Unmitigated
3.10. Building Construction (2025) - Mitigated
3.11. Paving (2025) - Unmitigated
3.12. Paving (2025) - Mitigated
3.13. Architectural Coating (2025) - Unmitigated
3.14. Architectural Coating (2025) - Mitigated
4. Operations Emissions Details
4.1. Mobile Emissions by Land Use
4.1.1. Unmitigated
4.1.2. Mitigated
4.2. Energy
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4.2.1. Electricity Emissions By Land Use - Unmitigated
4.2.2. Electricity Emissions By Land Use - Mitigated
4.2.3. Natural Gas Emissions By Land Use - Unmitigated
4.2.4. Natural Gas Emissions By Land Use - Mitigated
4.3. Area Emissions by Source
4.3.2. Unmitigated
4.3.1. Mitigated
4.4. Water Emissions by Land Use
4.4.2. Unmitigated
4.4.1. Mitigated
4.5. Waste Emissions by Land Use
4.5.2. Unmitigated
4.5.1. Mitigated
4.6. Refrigerant Emissions by Land Use
4.6.1. Unmitigated
4.6.2. Mitigated
4.7. Offroad Emissions By Equipment Type
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4.7.1. Unmitigated
4.7.2. Mitigated
4.8. Stationary Emissions By Equipment Type
4.8.1. Unmitigated
4.8.2. Mitigated
4.9. User Defined Emissions By Equipment Type
4.9.1. Unmitigated
4.9.2. Mitigated
4.10. Soil Carbon Accumulation By Vegetation Type
4.10.1. Soil Carbon Accumulation By Vegetation Type - Unmitigated
4.10.2. Above and Belowground Carbon Accumulation by Land Use Type - Unmitigated
4.10.3. Avoided and Sequestered Emissions by Species - Unmitigated
4.10.4. Soil Carbon Accumulation By Vegetation Type - Mitigated
4.10.5. Above and Belowground Carbon Accumulation by Land Use Type - Mitigated
4.10.6. Avoided and Sequestered Emissions by Species - Mitigated
5. Activity Data
5.1. Construction Schedule
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5.2. Off-Road Equipment
5.2.1. Unmitigated
5.2.2. Mitigated
5.3. Construction Vehicles
5.3.1. Unmitigated
5.3.2. Mitigated
5.4. Vehicles
5.4.1. Construction Vehicle Control Strategies
5.5. Architectural Coatings
5.6. Dust Mitigation
5.6.1. Construction Earthmoving Activities
5.6.2. Construction Earthmoving Control Strategies
5.7. Construction Paving
5.8. Construction Electricity Consumption and Emissions Factors
5.9. Operational Mobile Sources
5.9.1. Unmitigated
5.9.2. Mitigated
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5.10. Operational Area Sources
5.10.1. Hearths
5.10.1.1. Unmitigated
5.10.1.2. Mitigated
5.10.2. Architectural Coatings
5.10.3. Landscape Equipment
5.10.4. Landscape Equipment - Mitigated
5.11. Operational Energy Consumption
5.11.1. Unmitigated
5.11.2. Mitigated
5.12. Operational Water and Wastewater Consumption
5.12.1. Unmitigated
5.12.2. Mitigated
5.13. Operational Waste Generation
5.13.1. Unmitigated
5.13.2. Mitigated
5.14. Operational Refrigeration and Air Conditioning Equipment
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5.14.1. Unmitigated
5.14.2. Mitigated
5.15. Operational Off-Road Equipment
5.15.1. Unmitigated
5.15.2. Mitigated
5.16. Stationary Sources
5.16.1. Emergency Generators and Fire Pumps
5.16.2. Process Boilers
5.17. User Defined
5.18. Vegetation
5.18.1. Land Use Change
5.18.1.1. Unmitigated
5.18.1.2. Mitigated
5.18.1. Biomass Cover Type
5.18.1.1. Unmitigated
5.18.1.2. Mitigated
5.18.2. Sequestration
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5.18.2.1. Unmitigated
5.18.2.2. Mitigated
6. Climate Risk Detailed Report
6.1. Climate Risk Summary
6.2. Initial Climate Risk Scores
6.3. Adjusted Climate Risk Scores
6.4. Climate Risk Reduction Measures
7. Health and Equity Details
7.1. CalEnviroScreen 4.0 Scores
7.2. Healthy Places Index Scores
7.3. Overall Health & Equity Scores
7.4. Health & Equity Measures
7.5. Evaluation Scorecard
7.6. Health & Equity Custom Measures
8. User Changes to Default Data
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1. Basic Project Information
1.1. Basic Project Information
Data Field Value
Project Name Nirvana Chula Vista Self Storage
Lead Agency —
Land Use Scale Project/site
Analysis Level for Defaults County
Windspeed (m/s)2.50
Precipitation (days)21.8
Location 32.594225066879076, -117.01360107618001
County San Diego
City Chula Vista
Air District San Diego County APCD
Air Basin San Diego
TAZ 6670
EDFZ 12
Electric Utility San Diego Gas & Electric
Gas Utility San Diego Gas & Electric
1.2. Land Use Types
Land Use Subtype Size Unit Lot Acreage Building Area (sq ft)Landscape Area (sq
ft)
Special Landscape
Area (sq ft)
Population Description
Unrefrigerated
Warehouse-No Rail
299 1000sqft 6.87 299,220 0.00 ———
Parking Lot 309 Space 6.44 0.00 150,532 ———
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1.3. User-Selected Emission Reduction Measures by Emissions Sector
Sector #Measure Title
Construction C-10-A Water Exposed Surfaces
Construction C-11 Limit Vehicle Speeds on Unpaved Roads
2. Emissions Summary
2.1. Construction Emissions Compared Against Thresholds
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Un/Mit.ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Unmit.54.6 77.3 68.9 0.11 3.40 29.2 32.6 3.13 13.8 17.0 —12,343 12,343 0.50 0.31 9.31 12,394
Mit.54.6 77.3 68.9 0.11 3.40 11.6 15.0 3.13 5.44 8.57 —12,343 12,343 0.50 0.31 9.31 12,394
%
Reduced
—————60%54%—61%49%———————
Daily,
Winter
(Max)
—————————————————
Unmit.1.84 14.2 19.9 0.03 0.57 1.38 1.95 0.53 0.34 0.86 —4,835 4,835 0.22 0.25 0.22 4,914
Mit.1.84 14.2 19.9 0.03 0.57 1.38 1.95 0.53 0.34 0.86 —4,835 4,835 0.22 0.25 0.22 4,914
%
Reduced
—————————————————
Average
Daily
(Max)
—————————————————
Unmit.4.36 9.64 13.9 0.02 0.40 2.18 2.59 0.37 0.89 1.27 —3,442 3,442 0.15 0.17 2.49 3,499
Mit.4.36 9.64 13.9 0.02 0.40 1.09 1.49 0.37 0.41 0.78 —3,442 3,442 0.15 0.17 2.49 3,499
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%
Reduced
—————50%42%—54%38%———————
Annual
(Max)
—————————————————
Unmit.0.80 1.76 2.54 < 0.005 0.07 0.40 0.47 0.07 0.16 0.23 —570 570 0.03 0.03 0.41 579
Mit.0.80 1.76 2.54 < 0.005 0.07 0.20 0.27 0.07 0.07 0.14 —570 570 0.03 0.03 0.41 579
%
Reduced
—————50%42%—54%38%———————
2.2. Construction Emissions by Year, Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Year ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily -
Summer
(Max)
—————————————————
2023 7.83 77.3 68.9 0.11 3.40 29.2 32.6 3.13 13.8 17.0 —12,343 12,343 0.50 0.31 9.31 12,394
2024 1.78 13.4 20.1 0.03 0.51 1.38 1.89 0.47 0.34 0.81 —4,863 4,863 0.21 0.24 8.09 4,947
2025 54.6 8.45 11.0 0.02 0.36 0.31 0.68 0.33 0.08 0.42 —2,379 2,379 0.11 0.13 2.11 2,423
Daily -
Winter
(Max)
—————————————————
2023 1.84 14.2 19.9 0.03 0.57 1.38 1.95 0.53 0.34 0.86 —4,835 4,835 0.22 0.25 0.22 4,914
2024 1.77 13.5 19.4 0.03 0.51 1.38 1.89 0.47 0.34 0.81 —4,796 4,796 0.21 0.24 0.21 4,872
2025 1.67 12.6 18.9 0.03 0.45 1.38 1.83 0.41 0.34 0.75 —4,752 4,752 0.21 0.24 0.20 4,828
Average
Daily
—————————————————
2023 1.08 9.59 10.4 0.02 0.40 2.18 2.59 0.37 0.89 1.27 —2,293 2,293 0.10 0.08 1.05 2,319
2024 1.26 9.64 13.9 0.02 0.37 0.97 1.34 0.34 0.24 0.58 —3,442 3,442 0.15 0.17 2.49 3,499
2025 4.36 2.30 3.39 0.01 0.09 0.21 0.30 0.08 0.05 0.13 —808 808 0.04 0.04 0.52 821
Annual —————————————————
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2023 0.20 1.75 1.91 < 0.005 0.07 0.40 0.47 0.07 0.16 0.23 —380 380 0.02 0.01 0.17 384
2024 0.23 1.76 2.54 < 0.005 0.07 0.18 0.24 0.06 0.04 0.11 —570 570 0.03 0.03 0.41 579
2025 0.80 0.42 0.62 < 0.005 0.02 0.04 0.05 0.01 0.01 0.02 —134 134 0.01 0.01 0.09 136
2.3. Construction Emissions by Year, Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Year ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily -
Summer
(Max)
—————————————————
2023 7.83 77.3 68.9 0.11 3.40 11.6 15.0 3.13 5.44 8.57 —12,343 12,343 0.50 0.31 9.31 12,394
2024 1.78 13.4 20.1 0.03 0.51 1.38 1.89 0.47 0.34 0.81 —4,863 4,863 0.21 0.24 8.09 4,947
2025 54.6 8.45 11.0 0.02 0.36 0.31 0.68 0.33 0.08 0.42 —2,379 2,379 0.11 0.13 2.11 2,423
Daily -
Winter
(Max)
—————————————————
2023 1.84 14.2 19.9 0.03 0.57 1.38 1.95 0.53 0.34 0.86 —4,835 4,835 0.22 0.25 0.22 4,914
2024 1.77 13.5 19.4 0.03 0.51 1.38 1.89 0.47 0.34 0.81 —4,796 4,796 0.21 0.24 0.21 4,872
2025 1.67 12.6 18.9 0.03 0.45 1.38 1.83 0.41 0.34 0.75 —4,752 4,752 0.21 0.24 0.20 4,828
Average
Daily
—————————————————
2023 1.08 9.59 10.4 0.02 0.40 1.09 1.49 0.37 0.41 0.78 —2,293 2,293 0.10 0.08 1.05 2,319
2024 1.26 9.64 13.9 0.02 0.37 0.97 1.34 0.34 0.24 0.58 —3,442 3,442 0.15 0.17 2.49 3,499
2025 4.36 2.30 3.39 0.01 0.09 0.21 0.30 0.08 0.05 0.13 —808 808 0.04 0.04 0.52 821
Annual —————————————————
2023 0.20 1.75 1.91 < 0.005 0.07 0.20 0.27 0.07 0.07 0.14 —380 380 0.02 0.01 0.17 384
2024 0.23 1.76 2.54 < 0.005 0.07 0.18 0.24 0.06 0.04 0.11 —570 570 0.03 0.03 0.41 579
2025 0.80 0.42 0.62 < 0.005 0.02 0.04 0.05 0.01 0.01 0.02 —134 134 0.01 0.01 0.09 136
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2.4. Operations Emissions Compared Against Thresholds
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Un/Mit.ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Unmit.15.0 39.2 62.2 0.35 0.63 6.62 7.25 0.62 1.42 2.03 284 41,290 41,574 30.9 5.17 8,067 51,954
Daily,
Winter
(Max)
—————————————————
Unmit.12.7 41.0 47.7 0.35 0.62 6.66 7.28 0.60 1.43 2.02 284 41,153 41,438 31.0 5.23 7,977 51,747
Average
Daily
(Max)
—————————————————
Unmit.13.7 40.7 53.8 0.34 0.63 6.62 7.24 0.60 1.42 2.02 284 40,949 41,233 30.9 5.18 8,014 51,565
Annual
(Max)
—————————————————
Unmit.2.50 7.43 9.82 0.06 0.11 1.21 1.32 0.11 0.26 0.37 47.0 6,780 6,827 5.12 0.86 1,327 8,537
2.5. Operations Emissions by Sector, Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Sector ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Mobile 5.95 37.9 48.2 0.34 0.53 6.62 7.14 0.50 1.42 1.92 —36,542 36,542 1.85 4.81 92.5 38,115
Area 8.96 0.11 13.0 < 0.005 0.02 —0.02 0.02 —0.02 —53.5 53.5 < 0.005 0.01 —55.1
Energy 0.06 1.18 0.99 0.01 0.09 —0.09 0.09 —0.09 —3,916 3,916 0.27 0.02 —3,928
Water ——————————133 779 912 13.6 0.33 —1,351
Waste ——————————152 0.00 152 15.2 0.00 —530
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Refrig.———————————————7,974 7,974
Total 15.0 39.2 62.2 0.35 0.63 6.62 7.25 0.62 1.42 2.03 284 41,290 41,574 30.9 5.17 8,067 51,954
Daily,
Winter
(Max)
—————————————————
Mobile 5.80 39.9 46.7 0.34 0.53 6.66 7.19 0.51 1.43 1.93 —36,459 36,459 1.90 4.88 2.41 37,963
Area 6.83 ————————————————
Energy 0.06 1.18 0.99 0.01 0.09 —0.09 0.09 —0.09 —3,916 3,916 0.27 0.02 —3,928
Water ——————————133 779 912 13.6 0.33 —1,351
Waste ——————————152 0.00 152 15.2 0.00 —530
Refrig.———————————————7,974 7,974
Total 12.7 41.0 47.7 0.35 0.62 6.66 7.28 0.60 1.43 2.02 284 41,153 41,438 31.0 5.23 7,977 51,747
Average
Daily
—————————————————
Mobile 5.74 39.5 46.4 0.34 0.53 6.62 7.14 0.50 1.42 1.92 —36,228 36,228 1.88 4.83 39.9 37,755
Area 7.88 0.05 6.42 < 0.005 0.01 —0.01 0.01 —0.01 —26.4 26.4 < 0.005 < 0.005 —27.2
Energy 0.06 1.18 0.99 0.01 0.09 —0.09 0.09 —0.09 —3,916 3,916 0.27 0.02 —3,928
Water ——————————133 779 912 13.6 0.33 —1,351
Waste ——————————152 0.00 152 15.2 0.00 —530
Refrig.———————————————7,974 7,974
Total 13.7 40.7 53.8 0.34 0.63 6.62 7.24 0.60 1.42 2.02 284 40,949 41,233 30.9 5.18 8,014 51,565
Annual —————————————————
Mobile 1.05 7.20 8.47 0.06 0.10 1.21 1.30 0.09 0.26 0.35 —5,998 5,998 0.31 0.80 6.61 6,251
Area 1.44 0.01 1.17 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 —4.37 4.37 < 0.005 < 0.005 —4.50
Energy 0.01 0.22 0.18 < 0.005 0.02 —0.02 0.02 —0.02 —648 648 0.04 < 0.005 —650
Water ——————————22.0 129 151 2.26 0.05 —224
Waste ——————————25.1 0.00 25.1 2.51 0.00 —87.8
Refrig.———————————————1,320 1,320
Total 2.50 7.43 9.82 0.06 0.11 1.21 1.32 0.11 0.26 0.37 47.0 6,780 6,827 5.12 0.86 1,327 8,537
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2.6. Operations Emissions by Sector, Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Sector ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Mobile 5.95 37.9 48.2 0.34 0.53 6.62 7.14 0.50 1.42 1.92 —36,542 36,542 1.85 4.81 92.5 38,115
Area 8.96 0.11 13.0 < 0.005 0.02 —0.02 0.02 —0.02 —53.5 53.5 < 0.005 0.01 —55.1
Energy 0.06 1.18 0.99 0.01 0.09 —0.09 0.09 —0.09 —3,916 3,916 0.27 0.02 —3,928
Water ——————————133 779 912 13.6 0.33 —1,351
Waste ——————————152 0.00 152 15.2 0.00 —530
Refrig.———————————————7,974 7,974
Total 15.0 39.2 62.2 0.35 0.63 6.62 7.25 0.62 1.42 2.03 284 41,290 41,574 30.9 5.17 8,067 51,954
Daily,
Winter
(Max)
—————————————————
Mobile 5.80 39.9 46.7 0.34 0.53 6.66 7.19 0.51 1.43 1.93 —36,459 36,459 1.90 4.88 2.41 37,963
Area 6.83 ————————————————
Energy 0.06 1.18 0.99 0.01 0.09 —0.09 0.09 —0.09 —3,916 3,916 0.27 0.02 —3,928
Water ——————————133 779 912 13.6 0.33 —1,351
Waste ——————————152 0.00 152 15.2 0.00 —530
Refrig.———————————————7,974 7,974
Total 12.7 41.0 47.7 0.35 0.62 6.66 7.28 0.60 1.43 2.02 284 41,153 41,438 31.0 5.23 7,977 51,747
Average
Daily
—————————————————
Mobile 5.74 39.5 46.4 0.34 0.53 6.62 7.14 0.50 1.42 1.92 —36,228 36,228 1.88 4.83 39.9 37,755
Area 7.88 0.05 6.42 < 0.005 0.01 —0.01 0.01 —0.01 —26.4 26.4 < 0.005 < 0.005 —27.2
Energy 0.06 1.18 0.99 0.01 0.09 —0.09 0.09 —0.09 —3,916 3,916 0.27 0.02 —3,928
Water ——————————133 779 912 13.6 0.33 —1,351
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Waste ——————————152 0.00 152 15.2 0.00 —530
Refrig.———————————————7,974 7,974
Total 13.7 40.7 53.8 0.34 0.63 6.62 7.24 0.60 1.42 2.02 284 40,949 41,233 30.9 5.18 8,014 51,565
Annual —————————————————
Mobile 1.05 7.20 8.47 0.06 0.10 1.21 1.30 0.09 0.26 0.35 —5,998 5,998 0.31 0.80 6.61 6,251
Area 1.44 0.01 1.17 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 —4.37 4.37 < 0.005 < 0.005 —4.50
Energy 0.01 0.22 0.18 < 0.005 0.02 —0.02 0.02 —0.02 —648 648 0.04 < 0.005 —650
Water ——————————22.0 129 151 2.26 0.05 —224
Waste ——————————25.1 0.00 25.1 2.51 0.00 —87.8
Refrig.———————————————1,320 1,320
Total 2.50 7.43 9.82 0.06 0.11 1.21 1.32 0.11 0.26 0.37 47.0 6,780 6,827 5.12 0.86 1,327 8,537
3. Construction Emissions Details
3.1. Site Preparation (2023) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Onsite —————————————————
Daily,
Summer
(Max)
—————————————————
Off-Road
Equipment
3.95 39.7 35.5 0.05 1.81 —1.81 1.66 —1.66 —5,295 5,295 0.21 0.04 —5,314
Dust
From
Material
Movement
—————19.7 19.7 —10.1 10.1 ———————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
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—————————————————Daily,
Winter
(Max)
Average
Daily
—————————————————
Off-Road
Equipment
0.15 1.52 1.36 < 0.005 0.07 —0.07 0.06 —0.06 —203 203 0.01 < 0.005 —204
Dust
From
Material
Movement
—————0.75 0.75 —0.39 0.39 ———————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Off-Road
Equipment
0.03 0.28 0.25 < 0.005 0.01 —0.01 0.01 —0.01 —33.6 33.6 < 0.005 < 0.005 —33.7
Dust
From
Material
Movement
—————0.14 0.14 —0.07 0.07 ———————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Offsite —————————————————
Daily,
Summer
(Max)
—————————————————
Worker 0.08 0.06 0.92 0.00 0.00 0.15 0.15 0.00 0.03 0.03 —173 173 0.01 0.01 0.73 175
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling < 0.005 0.11 0.04 < 0.005 < 0.005 0.02 0.02 < 0.005 0.01 0.01 —80.0 80.0 < 0.005 0.01 0.17 84.0
Daily,
Winter
(Max)
—————————————————
Average
Daily
—————————————————
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Worker < 0.005 < 0.005 0.03 0.00 0.00 0.01 0.01 0.00 < 0.005 < 0.005 —6.30 6.30 < 0.005 < 0.005 0.01 6.39
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 —3.07 3.07 < 0.005 < 0.005 < 0.005 3.22
Annual —————————————————
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 —1.04 1.04 < 0.005 < 0.005 < 0.005 1.06
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 —0.51 0.51 < 0.005 < 0.005 < 0.005 0.53
3.2. Site Preparation (2023) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Onsite —————————————————
Daily,
Summer
(Max)
—————————————————
Off-Road
Equipment
3.95 39.7 35.5 0.05 1.81 —1.81 1.66 —1.66 —5,295 5,295 0.21 0.04 —5,314
Dust
From
Material
Movement
—————7.67 7.67 —3.94 3.94 ———————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Average
Daily
—————————————————
Off-Road
Equipment
0.15 1.52 1.36 < 0.005 0.07 —0.07 0.06 —0.06 —203 203 0.01 < 0.005 —204
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———————0.150.15—0.290.29—————Dust
From
Material
Movement
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Off-Road
Equipment
0.03 0.28 0.25 < 0.005 0.01 —0.01 0.01 —0.01 —33.6 33.6 < 0.005 < 0.005 —33.7
Dust
From
Material
Movement
—————0.05 0.05 —0.03 0.03 ———————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Offsite —————————————————
Daily,
Summer
(Max)
—————————————————
Worker 0.08 0.06 0.92 0.00 0.00 0.15 0.15 0.00 0.03 0.03 —173 173 0.01 0.01 0.73 175
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling < 0.005 0.11 0.04 < 0.005 < 0.005 0.02 0.02 < 0.005 0.01 0.01 —80.0 80.0 < 0.005 0.01 0.17 84.0
Daily,
Winter
(Max)
—————————————————
Average
Daily
—————————————————
Worker < 0.005 < 0.005 0.03 0.00 0.00 0.01 0.01 0.00 < 0.005 < 0.005 —6.30 6.30 < 0.005 < 0.005 0.01 6.39
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 —3.07 3.07 < 0.005 < 0.005 < 0.005 3.22
Annual —————————————————
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 —1.04 1.04 < 0.005 < 0.005 < 0.005 1.06
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
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Hauling < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 —0.51 0.51 < 0.005 < 0.005 < 0.005 0.53
3.3. Grading (2023) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Onsite —————————————————
Daily,
Summer
(Max)
—————————————————
Off-Road
Equipment
3.72 37.3 31.4 0.06 1.59 —1.59 1.47 —1.47 —6,598 6,598 0.27 0.05 —6,621
Dust
From
Material
Movement
—————9.20 9.20 —3.65 3.65 ———————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Average
Daily
—————————————————
Off-Road
Equipment
0.42 4.19 3.53 0.01 0.18 —0.18 0.16 —0.16 —741 741 0.03 0.01 —744
Dust
From
Material
Movement
—————1.03 1.03 —0.41 0.41 ———————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Off-Road
Equipment
0.08 0.76 0.64 < 0.005 0.03 —0.03 0.03 —0.03 —123 123 < 0.005 < 0.005 —123
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Dust
From
Material
Movement
—————0.19 0.19 —0.07 0.07 ———————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Offsite —————————————————
Daily,
Summer
(Max)
—————————————————
Worker 0.09 0.07 1.06 0.00 0.00 0.17 0.17 0.00 0.04 0.04 —197 197 0.01 0.01 0.84 200
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Average
Daily
—————————————————
Worker 0.01 0.01 0.11 0.00 0.00 0.02 0.02 0.00 < 0.005 < 0.005 —21.1 21.1 < 0.005 < 0.005 0.04 21.4
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Worker < 0.005 < 0.005 0.02 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 —3.49 3.49 < 0.005 < 0.005 0.01 3.54
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
3.4. Grading (2023) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Onsite —————————————————
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Daily,
Summer
(Max)
—————————————————
Off-Road
Equipment
3.72 37.3 31.4 0.06 1.59 —1.59 1.47 —1.47 —6,598 6,598 0.27 0.05 —6,621
Dust
From
Material
Movement
—————3.59 3.59 —1.42 1.42 ———————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Average
Daily
—————————————————
Off-Road
Equipment
0.42 4.19 3.53 0.01 0.18 —0.18 0.16 —0.16 —741 741 0.03 0.01 —744
Dust
From
Material
Movement
—————0.40 0.40 —0.16 0.16 ———————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Off-Road
Equipment
0.08 0.76 0.64 < 0.005 0.03 —0.03 0.03 —0.03 —123 123 < 0.005 < 0.005 —123
Dust
From
Material
Movement
—————0.07 0.07 —0.03 0.03 ———————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Offsite —————————————————
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—————————————————Daily,
Summer
(Max)
Worker 0.09 0.07 1.06 0.00 0.00 0.17 0.17 0.00 0.04 0.04 —197 197 0.01 0.01 0.84 200
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Average
Daily
—————————————————
Worker 0.01 0.01 0.11 0.00 0.00 0.02 0.02 0.00 < 0.005 < 0.005 —21.1 21.1 < 0.005 < 0.005 0.04 21.4
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Worker < 0.005 < 0.005 0.02 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 —3.49 3.49 < 0.005 < 0.005 0.01 3.54
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
3.5. Building Construction (2023) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Onsite —————————————————
Daily,
Summer
(Max)
—————————————————
Off-Road
Equipment
1.26 11.8 13.2 0.02 0.55 —0.55 0.51 —0.51 —2,397 2,397 0.10 0.02 —2,406
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
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Daily,
Winter
(Max)
—————————————————
Off-Road
Equipment
1.26 11.8 13.2 0.02 0.55 —0.55 0.51 —0.51 —2,397 2,397 0.10 0.02 —2,406
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
—————————————————
Off-Road
Equipment
0.34 3.21 3.58 0.01 0.15 —0.15 0.14 —0.14 —652 652 0.03 0.01 —654
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Off-Road
Equipment
0.06 0.59 0.65 < 0.005 0.03 —0.03 0.03 —0.03 —108 108 < 0.005 < 0.005 —108
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Offsite —————————————————
Daily,
Summer
(Max)
—————————————————
Worker 0.55 0.46 6.64 0.00 0.00 1.06 1.06 0.00 0.25 0.25 —1,239 1,239 0.06 0.04 5.26 1,259
Vendor 0.05 1.81 0.84 0.01 0.02 0.31 0.33 0.02 0.09 0.10 —1,267 1,267 0.06 0.18 3.21 1,326
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Worker 0.53 0.51 5.82 0.00 0.00 1.06 1.06 0.00 0.25 0.25 —1,170 1,170 0.06 0.04 0.14 1,185
Vendor 0.05 1.87 0.87 0.01 0.02 0.31 0.33 0.02 0.09 0.10 —1,268 1,268 0.06 0.18 0.08 1,324
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
—————————————————
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Worker 0.14 0.14 1.60 0.00 0.00 0.29 0.29 0.00 0.07 0.07 —321 321 0.02 0.01 0.62 326
Vendor 0.01 0.51 0.23 < 0.005 < 0.005 0.08 0.09 < 0.005 0.02 0.03 —345 345 0.02 0.05 0.38 360
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Worker 0.03 0.02 0.29 0.00 0.00 0.05 0.05 0.00 0.01 0.01 —53.1 53.1 < 0.005 < 0.005 0.10 53.9
Vendor < 0.005 0.09 0.04 < 0.005 < 0.005 0.02 0.02 < 0.005 < 0.005 0.01 —57.1 57.1 < 0.005 0.01 0.06 59.7
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
3.6. Building Construction (2023) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Onsite —————————————————
Daily,
Summer
(Max)
—————————————————
Off-Road
Equipment
1.26 11.8 13.2 0.02 0.55 —0.55 0.51 —0.51 —2,397 2,397 0.10 0.02 —2,406
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Off-Road
Equipment
1.26 11.8 13.2 0.02 0.55 —0.55 0.51 —0.51 —2,397 2,397 0.10 0.02 —2,406
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
—————————————————
Off-Road
Equipment
0.34 3.21 3.58 0.01 0.15 —0.15 0.14 —0.14 —652 652 0.03 0.01 —654
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0.000.000.000.000.000.00—0.000.000.000.000.000.000.000.000.000.00Onsite
truck
Annual —————————————————
Off-Road
Equipment
0.06 0.59 0.65 < 0.005 0.03 —0.03 0.03 —0.03 —108 108 < 0.005 < 0.005 —108
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Offsite —————————————————
Daily,
Summer
(Max)
—————————————————
Worker 0.55 0.46 6.64 0.00 0.00 1.06 1.06 0.00 0.25 0.25 —1,239 1,239 0.06 0.04 5.26 1,259
Vendor 0.05 1.81 0.84 0.01 0.02 0.31 0.33 0.02 0.09 0.10 —1,267 1,267 0.06 0.18 3.21 1,326
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Worker 0.53 0.51 5.82 0.00 0.00 1.06 1.06 0.00 0.25 0.25 —1,170 1,170 0.06 0.04 0.14 1,185
Vendor 0.05 1.87 0.87 0.01 0.02 0.31 0.33 0.02 0.09 0.10 —1,268 1,268 0.06 0.18 0.08 1,324
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
—————————————————
Worker 0.14 0.14 1.60 0.00 0.00 0.29 0.29 0.00 0.07 0.07 —321 321 0.02 0.01 0.62 326
Vendor 0.01 0.51 0.23 < 0.005 < 0.005 0.08 0.09 < 0.005 0.02 0.03 —345 345 0.02 0.05 0.38 360
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Worker 0.03 0.02 0.29 0.00 0.00 0.05 0.05 0.00 0.01 0.01 —53.1 53.1 < 0.005 < 0.005 0.10 53.9
Vendor < 0.005 0.09 0.04 < 0.005 < 0.005 0.02 0.02 < 0.005 < 0.005 0.01 —57.1 57.1 < 0.005 0.01 0.06 59.7
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
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3.7. Building Construction (2024) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Onsite —————————————————
Daily,
Summer
(Max)
—————————————————
Off-Road
Equipment
1.20 11.2 13.1 0.02 0.50 —0.50 0.46 —0.46 —2,398 2,398 0.10 0.02 —2,406
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Off-Road
Equipment
1.20 11.2 13.1 0.02 0.50 —0.50 0.46 —0.46 —2,398 2,398 0.10 0.02 —2,406
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
—————————————————
Off-Road
Equipment
0.86 8.04 9.39 0.02 0.36 —0.36 0.33 —0.33 —1,717 1,717 0.07 0.01 —1,723
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Off-Road
Equipment
0.16 1.47 1.71 < 0.005 0.07 —0.07 0.06 —0.06 —284 284 0.01 < 0.005 —285
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Offsite —————————————————
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—————————————————Daily,
Summer
(Max)
Worker 0.53 0.42 6.21 0.00 0.00 1.06 1.06 0.00 0.25 0.25 —1,216 1,216 0.06 0.04 4.88 1,235
Vendor 0.05 1.72 0.80 0.01 0.02 0.31 0.33 0.02 0.09 0.10 —1,249 1,249 0.05 0.17 3.21 1,306
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Worker 0.52 0.47 5.44 0.00 0.00 1.06 1.06 0.00 0.25 0.25 —1,148 1,148 0.06 0.04 0.13 1,163
Vendor 0.05 1.78 0.82 0.01 0.02 0.31 0.33 0.02 0.09 0.10 —1,250 1,250 0.05 0.17 0.08 1,303
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
—————————————————
Worker 0.37 0.33 3.95 0.00 0.00 0.75 0.75 0.00 0.18 0.18 —830 830 0.04 0.03 1.50 842
Vendor 0.03 1.27 0.58 0.01 0.01 0.22 0.23 0.01 0.06 0.07 —895 895 0.04 0.12 0.99 934
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Worker 0.07 0.06 0.72 0.00 0.00 0.14 0.14 0.00 0.03 0.03 —137 137 0.01 0.01 0.25 139
Vendor 0.01 0.23 0.11 < 0.005 < 0.005 0.04 0.04 < 0.005 0.01 0.01 —148 148 0.01 0.02 0.16 155
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
3.8. Building Construction (2024) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Onsite —————————————————
Daily,
Summer
(Max)
—————————————————
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2,406—0.020.102,3982,398—0.46—0.460.50—0.500.0213.111.21.20Off-Road
Equipment
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Off-Road
Equipment
1.20 11.2 13.1 0.02 0.50 —0.50 0.46 —0.46 —2,398 2,398 0.10 0.02 —2,406
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
—————————————————
Off-Road
Equipment
0.86 8.04 9.39 0.02 0.36 —0.36 0.33 —0.33 —1,717 1,717 0.07 0.01 —1,723
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Off-Road
Equipment
0.16 1.47 1.71 < 0.005 0.07 —0.07 0.06 —0.06 —284 284 0.01 < 0.005 —285
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Offsite —————————————————
Daily,
Summer
(Max)
—————————————————
Worker 0.53 0.42 6.21 0.00 0.00 1.06 1.06 0.00 0.25 0.25 —1,216 1,216 0.06 0.04 4.88 1,235
Vendor 0.05 1.72 0.80 0.01 0.02 0.31 0.33 0.02 0.09 0.10 —1,249 1,249 0.05 0.17 3.21 1,306
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Worker 0.52 0.47 5.44 0.00 0.00 1.06 1.06 0.00 0.25 0.25 —1,148 1,148 0.06 0.04 0.13 1,163
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Vendor 0.05 1.78 0.82 0.01 0.02 0.31 0.33 0.02 0.09 0.10 —1,250 1,250 0.05 0.17 0.08 1,303
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
—————————————————
Worker 0.37 0.33 3.95 0.00 0.00 0.75 0.75 0.00 0.18 0.18 —830 830 0.04 0.03 1.50 842
Vendor 0.03 1.27 0.58 0.01 0.01 0.22 0.23 0.01 0.06 0.07 —895 895 0.04 0.12 0.99 934
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Worker 0.07 0.06 0.72 0.00 0.00 0.14 0.14 0.00 0.03 0.03 —137 137 0.01 0.01 0.25 139
Vendor 0.01 0.23 0.11 < 0.005 < 0.005 0.04 0.04 < 0.005 0.01 0.01 —148 148 0.01 0.02 0.16 155
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
3.9. Building Construction (2025) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Onsite —————————————————
Daily,
Summer
(Max)
—————————————————
Daily,
Winter
(Max)
—————————————————
Off-Road
Equipment
1.13 10.4 13.0 0.02 0.43 —0.43 0.40 —0.40 —2,398 2,398 0.10 0.02 —2,406
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
—————————————————
Off-Road
Equipment
0.14 1.33 1.66 < 0.005 0.05 —0.05 0.05 —0.05 —305 305 0.01 < 0.005 —306
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Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Off-Road
Equipment
0.03 0.24 0.30 < 0.005 0.01 —0.01 0.01 —0.01 —50.5 50.5 < 0.005 < 0.005 —50.7
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Offsite —————————————————
Daily,
Summer
(Max)
—————————————————
Daily,
Winter
(Max)
—————————————————
Worker 0.50 0.43 5.10 0.00 0.00 1.06 1.06 0.00 0.25 0.25 —1,126 1,126 0.06 0.04 0.12 1,141
Vendor 0.05 1.69 0.78 0.01 0.02 0.31 0.33 0.02 0.09 0.10 —1,228 1,228 0.05 0.17 0.08 1,281
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
—————————————————
Worker 0.06 0.05 0.66 0.00 0.00 0.13 0.13 0.00 0.03 0.03 —145 145 0.01 0.01 0.25 147
Vendor 0.01 0.21 0.10 < 0.005 < 0.005 0.04 0.04 < 0.005 0.01 0.01 —156 156 0.01 0.02 0.18 163
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Worker 0.01 0.01 0.12 0.00 0.00 0.02 0.02 0.00 0.01 0.01 —23.9 23.9 < 0.005 < 0.005 0.04 24.3
Vendor < 0.005 0.04 0.02 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 —25.9 25.9 < 0.005 < 0.005 0.03 27.0
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
3.10. Building Construction (2025) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
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Onsite —————————————————
Daily,
Summer
(Max)
—————————————————
Daily,
Winter
(Max)
—————————————————
Off-Road
Equipment
1.13 10.4 13.0 0.02 0.43 —0.43 0.40 —0.40 —2,398 2,398 0.10 0.02 —2,406
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
—————————————————
Off-Road
Equipment
0.14 1.33 1.66 < 0.005 0.05 —0.05 0.05 —0.05 —305 305 0.01 < 0.005 —306
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Off-Road
Equipment
0.03 0.24 0.30 < 0.005 0.01 —0.01 0.01 —0.01 —50.5 50.5 < 0.005 < 0.005 —50.7
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Offsite —————————————————
Daily,
Summer
(Max)
—————————————————
Daily,
Winter
(Max)
—————————————————
Worker 0.50 0.43 5.10 0.00 0.00 1.06 1.06 0.00 0.25 0.25 —1,126 1,126 0.06 0.04 0.12 1,141
Vendor 0.05 1.69 0.78 0.01 0.02 0.31 0.33 0.02 0.09 0.10 —1,228 1,228 0.05 0.17 0.08 1,281
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
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—————————————————Average
Daily
Worker 0.06 0.05 0.66 0.00 0.00 0.13 0.13 0.00 0.03 0.03 —145 145 0.01 0.01 0.25 147
Vendor 0.01 0.21 0.10 < 0.005 < 0.005 0.04 0.04 < 0.005 0.01 0.01 —156 156 0.01 0.02 0.18 163
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Worker 0.01 0.01 0.12 0.00 0.00 0.02 0.02 0.00 0.01 0.01 —23.9 23.9 < 0.005 < 0.005 0.04 24.3
Vendor < 0.005 0.04 0.02 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 —25.9 25.9 < 0.005 < 0.005 0.03 27.0
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
3.11. Paving (2025) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Onsite —————————————————
Daily,
Summer
(Max)
—————————————————
Off-Road
Equipment
0.80 7.45 9.98 0.01 0.35 —0.35 0.32 —0.32 —1,511 1,511 0.06 0.01 —1,517
Paving 0.64 ————————————————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Off-Road
Equipment
0.80 7.45 9.98 0.01 0.35 —0.35 0.32 —0.32 —1,511 1,511 0.06 0.01 —1,517
Paving 0.64 ————————————————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
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Average
Daily
—————————————————
Off-Road
Equipment
0.06 0.55 0.74 < 0.005 0.03 —0.03 0.02 —0.02 —112 112 < 0.005 < 0.005 —112
Paving 0.05 ————————————————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Off-Road
Equipment
0.01 0.10 0.13 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 —18.5 18.5 < 0.005 < 0.005 —18.6
Paving 0.01 ————————————————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Offsite —————————————————
Daily,
Summer
(Max)
—————————————————
Worker 0.06 0.05 0.69 0.00 0.00 0.13 0.13 0.00 0.03 0.03 —142 142 0.01 < 0.005 0.53 144
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.02 0.95 0.36 < 0.005 0.01 0.19 0.20 0.01 0.05 0.06 —726 726 0.04 0.11 1.58 762
Daily,
Winter
(Max)
—————————————————
Worker 0.06 0.05 0.61 0.00 0.00 0.13 0.13 0.00 0.03 0.03 —134 134 0.01 0.01 0.01 136
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.01 0.99 0.36 < 0.005 0.01 0.19 0.20 0.01 0.05 0.06 —726 726 0.04 0.11 0.04 761
Average
Daily
—————————————————
Worker < 0.005 < 0.005 0.05 0.00 0.00 0.01 0.01 0.00 < 0.005 < 0.005 —10.0 10.0 < 0.005 < 0.005 0.02 10.2
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling < 0.005 0.07 0.03 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 —53.7 53.7 < 0.005 0.01 0.05 56.3
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Annual —————————————————
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 —1.66 1.66 < 0.005 < 0.005 < 0.005 1.68
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling < 0.005 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 —8.89 8.89 < 0.005 < 0.005 0.01 9.33
3.12. Paving (2025) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Onsite —————————————————
Daily,
Summer
(Max)
—————————————————
Off-Road
Equipment
0.80 7.45 9.98 0.01 0.35 —0.35 0.32 —0.32 —1,511 1,511 0.06 0.01 —1,517
Paving 0.64 ————————————————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Off-Road
Equipment
0.80 7.45 9.98 0.01 0.35 —0.35 0.32 —0.32 —1,511 1,511 0.06 0.01 —1,517
Paving 0.64 ————————————————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Average
Daily
—————————————————
Off-Road
Equipment
0.06 0.55 0.74 < 0.005 0.03 —0.03 0.02 —0.02 —112 112 < 0.005 < 0.005 —112
Paving 0.05 ————————————————
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0.000.000.000.000.000.00—0.000.000.000.000.000.000.000.000.000.00Onsite
truck
Annual —————————————————
Off-Road
Equipment
0.01 0.10 0.13 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 —18.5 18.5 < 0.005 < 0.005 —18.6
Paving 0.01 ————————————————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Offsite —————————————————
Daily,
Summer
(Max)
—————————————————
Worker 0.06 0.05 0.69 0.00 0.00 0.13 0.13 0.00 0.03 0.03 —142 142 0.01 < 0.005 0.53 144
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.02 0.95 0.36 < 0.005 0.01 0.19 0.20 0.01 0.05 0.06 —726 726 0.04 0.11 1.58 762
Daily,
Winter
(Max)
—————————————————
Worker 0.06 0.05 0.61 0.00 0.00 0.13 0.13 0.00 0.03 0.03 —134 134 0.01 0.01 0.01 136
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.01 0.99 0.36 < 0.005 0.01 0.19 0.20 0.01 0.05 0.06 —726 726 0.04 0.11 0.04 761
Average
Daily
—————————————————
Worker < 0.005 < 0.005 0.05 0.00 0.00 0.01 0.01 0.00 < 0.005 < 0.005 —10.0 10.0 < 0.005 < 0.005 0.02 10.2
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling < 0.005 0.07 0.03 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 —53.7 53.7 < 0.005 0.01 0.05 56.3
Annual —————————————————
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 —1.66 1.66 < 0.005 < 0.005 < 0.005 1.68
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling < 0.005 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 —8.89 8.89 < 0.005 < 0.005 0.01 9.33
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3.13. Architectural Coating (2025) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Onsite —————————————————
Daily,
Summer
(Max)
—————————————————
Off-Road
Equipment
0.13 0.88 1.14 < 0.005 0.03 —0.03 0.03 —0.03 —134 134 0.01 < 0.005 —134
Architectu
ral
Coatings
54.3 ————————————————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Average
Daily
—————————————————
Off-Road
Equipment
0.01 0.07 0.08 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 —9.88 9.88 < 0.005 < 0.005 —9.91
Architectu
ral
Coatings
4.02 ————————————————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Off-Road
Equipment
< 0.005 0.01 0.02 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 —1.64 1.64 < 0.005 < 0.005 —1.64
Architectu
ral
Coatings
0.73 ————————————————
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0.000.000.000.000.000.00—0.000.000.000.000.000.000.000.000.000.00Onsite
truck
Offsite —————————————————
Daily,
Summer
(Max)
—————————————————
Worker 0.10 0.08 1.16 0.00 0.00 0.21 0.21 0.00 0.05 0.05 —238 238 0.01 0.01 0.89 242
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Average
Daily
—————————————————
Worker 0.01 0.01 0.08 0.00 0.00 0.02 0.02 0.00 < 0.005 < 0.005 —16.8 16.8 < 0.005 < 0.005 0.03 17.1
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 —2.78 2.78 < 0.005 < 0.005 < 0.005 2.82
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
3.14. Architectural Coating (2025) - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Location ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Onsite —————————————————
Daily,
Summer
(Max)
—————————————————
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134—< 0.0050.01134134—0.03—0.030.03—0.03< 0.0051.140.880.13Off-Road
Equipment
Architectu
ral
Coatings
54.3 ————————————————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Daily,
Winter
(Max)
—————————————————
Average
Daily
—————————————————
Off-Road
Equipment
0.01 0.07 0.08 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 —9.88 9.88 < 0.005 < 0.005 —9.91
Architectu
ral
Coatings
4.02 ————————————————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Off-Road
Equipment
< 0.005 0.01 0.02 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 —1.64 1.64 < 0.005 < 0.005 —1.64
Architectu
ral
Coatings
0.73 ————————————————
Onsite
truck
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Offsite —————————————————
Daily,
Summer
(Max)
—————————————————
Worker 0.10 0.08 1.16 0.00 0.00 0.21 0.21 0.00 0.05 0.05 —238 238 0.01 0.01 0.89 242
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
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Daily,
Winter
(Max)
—————————————————
Average
Daily
—————————————————
Worker 0.01 0.01 0.08 0.00 0.00 0.02 0.02 0.00 < 0.005 < 0.005 —16.8 16.8 < 0.005 < 0.005 0.03 17.1
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Annual —————————————————
Worker < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 —2.78 2.78 < 0.005 < 0.005 < 0.005 2.82
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 —0.00 0.00 0.00 0.00 0.00 0.00
4. Operations Emissions Details
4.1. Mobile Emissions by Land Use
4.1.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
5.48 3.22 36.3 0.08 0.06 2.69 2.75 0.06 0.47 0.53 —8,157 8,157 0.41 0.30 30.0 8,285
Parking
Lot
0.47 34.7 11.9 0.26 0.46 3.92 4.39 0.44 0.94 1.39 —28,385 28,385 1.44 4.52 62.4 29,830
Total 5.95 37.9 48.2 0.34 0.53 6.62 7.14 0.50 1.42 1.92 —36,542 36,542 1.85 4.81 92.5 38,115
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Daily,
Winter
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
5.34 3.56 34.7 0.08 0.06 2.69 2.75 0.06 0.47 0.53 —7,784 7,784 0.45 0.32 0.78 7,891
Parking
Lot
0.46 36.3 12.1 0.26 0.47 3.96 4.43 0.45 0.95 1.40 —28,674 28,674 1.45 4.56 1.64 30,072
Total 5.80 39.9 46.7 0.34 0.53 6.66 7.19 0.51 1.43 1.93 —36,459 36,459 1.90 4.88 2.41 37,963
Annual —————————————————
Unrefriger
ated
Warehou
se-No
Rail
0.96 0.64 6.29 0.01 0.01 0.49 0.50 0.01 0.09 0.10 —1,298 1,298 0.07 0.05 2.15 1,318
Parking
Lot
0.08 6.56 2.18 0.05 0.08 0.72 0.80 0.08 0.17 0.25 —4,700 4,700 0.24 0.75 4.46 4,933
Total 1.05 7.20 8.47 0.06 0.10 1.21 1.30 0.09 0.26 0.35 —5,998 5,998 0.31 0.80 6.61 6,251
4.1.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
5.48 3.22 36.3 0.08 0.06 2.69 2.75 0.06 0.47 0.53 —8,157 8,157 0.41 0.30 30.0 8,285
Parking
Lot
0.47 34.7 11.9 0.26 0.46 3.92 4.39 0.44 0.94 1.39 —28,385 28,385 1.44 4.52 62.4 29,830
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Total 5.95 37.9 48.2 0.34 0.53 6.62 7.14 0.50 1.42 1.92 —36,542 36,542 1.85 4.81 92.5 38,115
Daily,
Winter
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
5.34 3.56 34.7 0.08 0.06 2.69 2.75 0.06 0.47 0.53 —7,784 7,784 0.45 0.32 0.78 7,891
Parking
Lot
0.46 36.3 12.1 0.26 0.47 3.96 4.43 0.45 0.95 1.40 —28,674 28,674 1.45 4.56 1.64 30,072
Total 5.80 39.9 46.7 0.34 0.53 6.66 7.19 0.51 1.43 1.93 —36,459 36,459 1.90 4.88 2.41 37,963
Annual —————————————————
Unrefriger
ated
Warehou
se-No
Rail
0.96 0.64 6.29 0.01 0.01 0.49 0.50 0.01 0.09 0.10 —1,298 1,298 0.07 0.05 2.15 1,318
Parking
Lot
0.08 6.56 2.18 0.05 0.08 0.72 0.80 0.08 0.17 0.25 —4,700 4,700 0.24 0.75 4.46 4,933
Total 1.05 7.20 8.47 0.06 0.10 1.21 1.30 0.09 0.26 0.35 —5,998 5,998 0.31 0.80 6.61 6,251
4.2. Energy
4.2.1. Electricity Emissions By Land Use - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
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2,112—0.010.122,1052,105———————————Unrefriger
ated
Warehou
se-No
Rail
Parking
Lot
———————————404 404 0.02 < 0.005 —405
Total ———————————2,509 2,509 0.14 0.02 —2,518
Daily,
Winter
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
———————————2,105 2,105 0.12 0.01 —2,112
Parking
Lot
———————————404 404 0.02 < 0.005 —405
Total ———————————2,509 2,509 0.14 0.02 —2,518
Annual —————————————————
Unrefriger
ated
Warehou
se-No
Rail
———————————349 349 0.02 < 0.005 —350
Parking
Lot
———————————66.9 66.9 < 0.005 < 0.005 —67.1
Total ———————————415 415 0.02 < 0.005 —417
4.2.2. Electricity Emissions By Land Use - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
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—————————————————Daily,
Summer
(Max)
Unrefriger
ated
Warehou
se-No
Rail
———————————2,105 2,105 0.12 0.01 —2,112
Parking
Lot
———————————404 404 0.02 < 0.005 —405
Total ———————————2,509 2,509 0.14 0.02 —2,518
Daily,
Winter
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
———————————2,105 2,105 0.12 0.01 —2,112
Parking
Lot
———————————404 404 0.02 < 0.005 —405
Total ———————————2,509 2,509 0.14 0.02 —2,518
Annual —————————————————
Unrefriger
ated
Warehou
se-No
Rail
———————————349 349 0.02 < 0.005 —350
Parking
Lot
———————————66.9 66.9 < 0.005 < 0.005 —67.1
Total ———————————415 415 0.02 < 0.005 —417
4.2.3. Natural Gas Emissions By Land Use - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
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Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
0.06 1.18 0.99 0.01 0.09 —0.09 0.09 —0.09 —1,407 1,407 0.12 < 0.005 —1,410
Parking
Lot
0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 —0.00 0.00 0.00 0.00 —0.00
Total 0.06 1.18 0.99 0.01 0.09 —0.09 0.09 —0.09 —1,407 1,407 0.12 < 0.005 —1,410
Daily,
Winter
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
0.06 1.18 0.99 0.01 0.09 —0.09 0.09 —0.09 —1,407 1,407 0.12 < 0.005 —1,410
Parking
Lot
0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 —0.00 0.00 0.00 0.00 —0.00
Total 0.06 1.18 0.99 0.01 0.09 —0.09 0.09 —0.09 —1,407 1,407 0.12 < 0.005 —1,410
Annual —————————————————
Unrefriger
ated
Warehou
se-No
Rail
0.01 0.22 0.18 < 0.005 0.02 —0.02 0.02 —0.02 —233 233 0.02 < 0.005 —234
Parking
Lot
0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 —0.00 0.00 0.00 0.00 —0.00
Total 0.01 0.22 0.18 < 0.005 0.02 —0.02 0.02 —0.02 —233 233 0.02 < 0.005 —234
4.2.4. Natural Gas Emissions By Land Use - Mitigated
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Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
0.06 1.18 0.99 0.01 0.09 —0.09 0.09 —0.09 —1,407 1,407 0.12 < 0.005 —1,410
Parking
Lot
0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 —0.00 0.00 0.00 0.00 —0.00
Total 0.06 1.18 0.99 0.01 0.09 —0.09 0.09 —0.09 —1,407 1,407 0.12 < 0.005 —1,410
Daily,
Winter
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
0.06 1.18 0.99 0.01 0.09 —0.09 0.09 —0.09 —1,407 1,407 0.12 < 0.005 —1,410
Parking
Lot
0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 —0.00 0.00 0.00 0.00 —0.00
Total 0.06 1.18 0.99 0.01 0.09 —0.09 0.09 —0.09 —1,407 1,407 0.12 < 0.005 —1,410
Annual —————————————————
Unrefriger
ated
Warehou
se-No
Rail
0.01 0.22 0.18 < 0.005 0.02 —0.02 0.02 —0.02 —233 233 0.02 < 0.005 —234
Parking
Lot
0.00 0.00 0.00 0.00 0.00 —0.00 0.00 —0.00 —0.00 0.00 0.00 0.00 —0.00
Total 0.01 0.22 0.18 < 0.005 0.02 —0.02 0.02 —0.02 —233 233 0.02 < 0.005 —234
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4.3. Area Emissions by Source
4.3.2. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Source ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Consume
r
Products
6.43 ————————————————
Architectu
ral
Coatings
0.40 ————————————————
Landscap
e
Equipme
nt
2.13 0.11 13.0 < 0.005 0.02 —0.02 0.02 —0.02 —53.5 53.5 < 0.005 0.01 —55.1
Total 8.96 0.11 13.0 < 0.005 0.02 —0.02 0.02 —0.02 —53.5 53.5 < 0.005 0.01 —55.1
Daily,
Winter
(Max)
—————————————————
Consume
r
Products
6.43 ————————————————
Architectu
ral
Coatings
0.40 ————————————————
Total 6.83 ————————————————
Annual —————————————————
Consume
r
Products
1.17 ————————————————
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————————————————0.07Architectu
ral
Landscap
e
Equipme
nt
0.19 0.01 1.17 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 —4.37 4.37 < 0.005 < 0.005 —4.50
Total 1.44 0.01 1.17 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 —4.37 4.37 < 0.005 < 0.005 —4.50
4.3.1. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Source ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Consume
r
Products
6.43 ————————————————
Architectu
ral
Coatings
0.40 ————————————————
Landscap
e
Equipme
nt
2.13 0.11 13.0 < 0.005 0.02 —0.02 0.02 —0.02 —53.5 53.5 < 0.005 0.01 —55.1
Total 8.96 0.11 13.0 < 0.005 0.02 —0.02 0.02 —0.02 —53.5 53.5 < 0.005 0.01 —55.1
Daily,
Winter
(Max)
—————————————————
Consume
r
Products
6.43 ————————————————
Architectu
ral
Coatings
0.40 ————————————————
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Total 6.83 ————————————————
Annual —————————————————
Consume
r
Products
1.17 ————————————————
Architectu
ral
Coatings
0.07 ————————————————
Landscap
e
Equipme
nt
0.19 0.01 1.17 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 —4.37 4.37 < 0.005 < 0.005 —4.50
Total 1.44 0.01 1.17 < 0.005 < 0.005 —< 0.005 < 0.005 —< 0.005 —4.37 4.37 < 0.005 < 0.005 —4.50
4.4. Water Emissions by Land Use
4.4.2. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
——————————133 760 893 13.6 0.33 —1,331
Parking
Lot
——————————0.00 19.3 19.3 < 0.005 < 0.005 —19.3
Total ——————————133 779 912 13.6 0.33 —1,351
Daily,
Winter
(Max)
—————————————————
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Unrefriger
Warehouse-No
Rail
——————————133 760 893 13.6 0.33 —1,331
Parking
Lot
——————————0.00 19.3 19.3 < 0.005 < 0.005 —19.3
Total ——————————133 779 912 13.6 0.33 —1,351
Annual —————————————————
Unrefriger
ated
Warehou
se-No
Rail
——————————22.0 126 148 2.26 0.05 —220
Parking
Lot
——————————0.00 3.19 3.19 < 0.005 < 0.005 —3.20
Total ——————————22.0 129 151 2.26 0.05 —224
4.4.1. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
——————————133 760 893 13.6 0.33 —1,331
Parking
Lot
——————————0.00 19.3 19.3 < 0.005 < 0.005 —19.3
Total ——————————133 779 912 13.6 0.33 —1,351
Daily,
Winter
(Max)
—————————————————
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1,331—0.3313.6893760133——————————Unrefriger
ated
Parking
Lot
——————————0.00 19.3 19.3 < 0.005 < 0.005 —19.3
Total ——————————133 779 912 13.6 0.33 —1,351
Annual —————————————————
Unrefriger
ated
Warehou
se-No
Rail
——————————22.0 126 148 2.26 0.05 —220
Parking
Lot
——————————0.00 3.19 3.19 < 0.005 < 0.005 —3.20
Total ——————————22.0 129 151 2.26 0.05 —224
4.5. Waste Emissions by Land Use
4.5.2. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
——————————152 0.00 152 15.2 0.00 —530
Parking
Lot
——————————0.00 0.00 0.00 0.00 0.00 —0.00
Total ——————————152 0.00 152 15.2 0.00 —530
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—————————————————Daily,
Winter
(Max)
Unrefriger
ated
Warehou
se-No
Rail
——————————152 0.00 152 15.2 0.00 —530
Parking
Lot
——————————0.00 0.00 0.00 0.00 0.00 —0.00
Total ——————————152 0.00 152 15.2 0.00 —530
Annual —————————————————
Unrefriger
ated
Warehou
se-No
Rail
——————————25.1 0.00 25.1 2.51 0.00 —87.8
Parking
Lot
——————————0.00 0.00 0.00 0.00 0.00 —0.00
Total ——————————25.1 0.00 25.1 2.51 0.00 —87.8
4.5.1. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
——————————152 0.00 152 15.2 0.00 —530
Parking
Lot
——————————0.00 0.00 0.00 0.00 0.00 —0.00
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Total ——————————152 0.00 152 15.2 0.00 —530
Daily,
Winter
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
——————————152 0.00 152 15.2 0.00 —530
Parking
Lot
——————————0.00 0.00 0.00 0.00 0.00 —0.00
Total ——————————152 0.00 152 15.2 0.00 —530
Annual —————————————————
Unrefriger
ated
Warehou
se-No
Rail
——————————25.1 0.00 25.1 2.51 0.00 —87.8
Parking
Lot
——————————0.00 0.00 0.00 0.00 0.00 —0.00
Total ——————————25.1 0.00 25.1 2.51 0.00 —87.8
4.6. Refrigerant Emissions by Land Use
4.6.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
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7,9747,974———————————————Unrefriger
ated
Warehou
se-No
Rail
Total ———————————————7,974 7,974
Daily,
Winter
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
———————————————7,974 7,974
Total ———————————————7,974 7,974
Annual —————————————————
Unrefriger
ated
Warehou
se-No
Rail
———————————————1,320 1,320
Total ———————————————1,320 1,320
4.6.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
———————————————7,974 7,974
Total ———————————————7,974 7,974
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Daily,
Winter
(Max)
—————————————————
Unrefriger
ated
Warehou
se-No
Rail
———————————————7,974 7,974
Total ———————————————7,974 7,974
Annual —————————————————
Unrefriger
ated
Warehou
se-No
Rail
———————————————1,320 1,320
Total ———————————————1,320 1,320
4.7. Offroad Emissions By Equipment Type
4.7.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Equipme
nt
Type
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Total —————————————————
Daily,
Winter
(Max)
—————————————————
Total —————————————————
Annual —————————————————
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Total —————————————————
4.7.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Equipme
nt
Type
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Total —————————————————
Daily,
Winter
(Max)
—————————————————
Total —————————————————
Annual —————————————————
Total —————————————————
4.8. Stationary Emissions By Equipment Type
4.8.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Equipme
nt
Type
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Total —————————————————
Daily,
Winter
(Max)
—————————————————
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Total —————————————————
Annual —————————————————
Total —————————————————
4.8.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Equipme
nt
Type
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Total —————————————————
Daily,
Winter
(Max)
—————————————————
Total —————————————————
Annual —————————————————
Total —————————————————
4.9. User Defined Emissions By Equipment Type
4.9.1. Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Equipme
nt
Type
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Total —————————————————
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Daily,
Winter
(Max)
—————————————————
Total —————————————————
Annual —————————————————
Total —————————————————
4.9.2. Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Equipme
nt
Type
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Total —————————————————
Daily,
Winter
(Max)
—————————————————
Total —————————————————
Annual —————————————————
Total —————————————————
4.10. Soil Carbon Accumulation By Vegetation Type
4.10.1. Soil Carbon Accumulation By Vegetation Type - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Vegetatio
n
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
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—————————————————Daily,
Summer
(Max)
Total —————————————————
Daily,
Winter
(Max)
—————————————————
Total —————————————————
Annual —————————————————
Total —————————————————
4.10.2. Above and Belowground Carbon Accumulation by Land Use Type - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Total —————————————————
Daily,
Winter
(Max)
—————————————————
Total —————————————————
Annual —————————————————
Total —————————————————
4.10.3. Avoided and Sequestered Emissions by Species - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Species ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
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Avoided —————————————————
Subtotal —————————————————
Sequeste
red
—————————————————
Subtotal —————————————————
Removed —————————————————
Subtotal —————————————————
——————————————————
Daily,
Winter
(Max)
—————————————————
Avoided —————————————————
Subtotal —————————————————
Sequeste
red
—————————————————
Subtotal —————————————————
Removed —————————————————
Subtotal —————————————————
——————————————————
Annual —————————————————
Avoided —————————————————
Subtotal —————————————————
Sequeste
red
—————————————————
Subtotal —————————————————
Removed —————————————————
Subtotal —————————————————
——————————————————
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4.10.4. Soil Carbon Accumulation By Vegetation Type - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Vegetatio
n
ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Total —————————————————
Daily,
Winter
(Max)
—————————————————
Total —————————————————
Annual —————————————————
Total —————————————————
4.10.5. Above and Belowground Carbon Accumulation by Land Use Type - Mitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Land Use ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Total —————————————————
Daily,
Winter
(Max)
—————————————————
Total —————————————————
Annual —————————————————
Total —————————————————
4.10.6. Avoided and Sequestered Emissions by Species - Mitigated
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Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual)
Species ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e
Daily,
Summer
(Max)
—————————————————
Avoided —————————————————
Subtotal —————————————————
Sequeste
red
—————————————————
Subtotal —————————————————
Removed —————————————————
Subtotal —————————————————
——————————————————
Daily,
Winter
(Max)
—————————————————
Avoided —————————————————
Subtotal —————————————————
Sequeste
red
—————————————————
Subtotal —————————————————
Removed —————————————————
Subtotal —————————————————
——————————————————
Annual —————————————————
Avoided —————————————————
Subtotal —————————————————
Sequeste
red
—————————————————
Subtotal —————————————————
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Removed —————————————————
Subtotal —————————————————
——————————————————
5. Activity Data
5.1. Construction Schedule
Phase Name Phase Type Start Date End Date Days Per Week Work Days per Phase Phase Description
Site Preparation Site Preparation 6/1/2023 6/20/2023 5.00 14.0 —
Grading Grading 6/20/2023 8/15/2023 5.00 41.0 —
Building Construction Building Construction 8/15/2023 3/6/2025 5.00 408 —
Paving Paving 3/7/2025 4/14/2025 5.00 27.0 —
Architectural Coating Architectural Coating 4/15/2025 5/21/2025 5.00 27.0 —
5.2. Off-Road Equipment
5.2.1. Unmitigated
Phase Name Equipment Type Fuel Type Engine Tier Number per Day Hours Per Day Horsepower Load Factor
Site Preparation Rubber Tired Dozers Diesel Average 3.00 8.00 367 0.40
Site Preparation Tractors/Loaders/Backh
oes
Diesel Average 4.00 8.00 84.0 0.37
Grading Graders Diesel Average 1.00 8.00 148 0.41
Grading Excavators Diesel Average 2.00 8.00 36.0 0.38
Grading Tractors/Loaders/Backh
oes
Diesel Average 2.00 8.00 84.0 0.37
Grading Scrapers Diesel Average 2.00 8.00 423 0.48
Grading Rubber Tired Dozers Diesel Average 1.00 8.00 367 0.40
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Building Construction Forklifts Diesel Average 3.00 8.00 82.0 0.20
Building Construction Generator Sets Diesel Average 1.00 8.00 14.0 0.74
Building Construction Cranes Diesel Average 1.00 7.00 367 0.29
Building Construction Welders Diesel Average 1.00 8.00 46.0 0.45
Building Construction Tractors/Loaders/Backh
oes
Diesel Average 3.00 7.00 84.0 0.37
Paving Pavers Diesel Average 2.00 8.00 81.0 0.42
Paving Paving Equipment Diesel Average 2.00 8.00 89.0 0.36
Paving Rollers Diesel Average 2.00 8.00 36.0 0.38
Architectural Coating Air Compressors Diesel Average 1.00 6.00 37.0 0.48
5.2.2. Mitigated
Phase Name Equipment Type Fuel Type Engine Tier Number per Day Hours Per Day Horsepower Load Factor
Site Preparation Rubber Tired Dozers Diesel Average 3.00 8.00 367 0.40
Site Preparation Tractors/Loaders/Backh
oes
Diesel Average 4.00 8.00 84.0 0.37
Grading Graders Diesel Average 1.00 8.00 148 0.41
Grading Excavators Diesel Average 2.00 8.00 36.0 0.38
Grading Tractors/Loaders/Backh
oes
Diesel Average 2.00 8.00 84.0 0.37
Grading Scrapers Diesel Average 2.00 8.00 423 0.48
Grading Rubber Tired Dozers Diesel Average 1.00 8.00 367 0.40
Building Construction Forklifts Diesel Average 3.00 8.00 82.0 0.20
Building Construction Generator Sets Diesel Average 1.00 8.00 14.0 0.74
Building Construction Cranes Diesel Average 1.00 7.00 367 0.29
Building Construction Welders Diesel Average 1.00 8.00 46.0 0.45
Building Construction Tractors/Loaders/Backh
oes
Diesel Average 3.00 7.00 84.0 0.37
Paving Pavers Diesel Average 2.00 8.00 81.0 0.42
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Paving Paving Equipment Diesel Average 2.00 8.00 89.0 0.36
Paving Rollers Diesel Average 2.00 8.00 36.0 0.38
Architectural Coating Air Compressors Diesel Average 1.00 6.00 37.0 0.48
5.3. Construction Vehicles
5.3.1. Unmitigated
Phase Name Trip Type One-Way Trips per Day Miles per Trip Vehicle Mix
Site Preparation ————
Site Preparation Worker 17.5 12.0 LDA,LDT1,LDT2
Site Preparation Vendor —7.63 HHDT,MHDT
Site Preparation Hauling 1.07 20.0 HHDT
Site Preparation Onsite truck ——HHDT
Grading ————
Grading Worker 20.0 12.0 LDA,LDT1,LDT2
Grading Vendor —7.63 HHDT,MHDT
Grading Hauling 0.00 20.0 HHDT
Grading Onsite truck ——HHDT
Building Construction ————
Building Construction Worker 126 12.0 LDA,LDT1,LDT2
Building Construction Vendor 49.0 7.63 HHDT,MHDT
Building Construction Hauling 0.00 20.0 HHDT
Building Construction Onsite truck ——HHDT
Paving ————
Paving Worker 15.0 12.0 LDA,LDT1,LDT2
Paving Vendor —7.63 HHDT,MHDT
Paving Hauling 10.1 20.0 HHDT
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Paving Onsite truck ——HHDT
Architectural Coating ————
Architectural Coating Worker 25.1 12.0 LDA,LDT1,LDT2
Architectural Coating Vendor —7.63 HHDT,MHDT
Architectural Coating Hauling 0.00 20.0 HHDT
Architectural Coating Onsite truck ——HHDT
5.3.2. Mitigated
Phase Name Trip Type One-Way Trips per Day Miles per Trip Vehicle Mix
Site Preparation ————
Site Preparation Worker 17.5 12.0 LDA,LDT1,LDT2
Site Preparation Vendor —7.63 HHDT,MHDT
Site Preparation Hauling 1.07 20.0 HHDT
Site Preparation Onsite truck ——HHDT
Grading ————
Grading Worker 20.0 12.0 LDA,LDT1,LDT2
Grading Vendor —7.63 HHDT,MHDT
Grading Hauling 0.00 20.0 HHDT
Grading Onsite truck ——HHDT
Building Construction ————
Building Construction Worker 126 12.0 LDA,LDT1,LDT2
Building Construction Vendor 49.0 7.63 HHDT,MHDT
Building Construction Hauling 0.00 20.0 HHDT
Building Construction Onsite truck ——HHDT
Paving ————
Paving Worker 15.0 12.0 LDA,LDT1,LDT2
Paving Vendor —7.63 HHDT,MHDT
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Paving Hauling 10.1 20.0 HHDT
Paving Onsite truck ——HHDT
Architectural Coating ————
Architectural Coating Worker 25.1 12.0 LDA,LDT1,LDT2
Architectural Coating Vendor —7.63 HHDT,MHDT
Architectural Coating Hauling 0.00 20.0 HHDT
Architectural Coating Onsite truck ——HHDT
5.4. Vehicles
5.4.1. Construction Vehicle Control Strategies
Non-applicable. No control strategies activated by user.
5.5. Architectural Coatings
Phase Name Residential Interior Area Coated
(sq ft)
Residential Exterior Area Coated
(sq ft)
Non-Residential Interior Area
Coated (sq ft)
Non-Residential Exterior Area
Coated (sq ft)
Parking Area Coated (sq ft)
Architectural Coating 0.00 0.00 448,830 149,610 17,145
5.6. Dust Mitigation
5.6.1. Construction Earthmoving Activities
Phase Name Material Imported (Cubic Yards)Material Exported (Cubic Yards)Acres Graded (acres)Material Demolished (sq. ft.)Acres Paved (acres)
Site Preparation —120 21.0 0.00 —
Grading ——123 0.00 —
Paving 0.00 0.00 0.00 0.00 6.56
5.6.2. Construction Earthmoving Control Strategies
Non-applicable. No control strategies activated by user.
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5.7. Construction Paving
Land Use Area Paved (acres)% Asphalt
Unrefrigerated Warehouse-No Rail 0.00 0%
Parking Lot 6.56 100%
5.8. Construction Electricity Consumption and Emissions Factors
kWh per Year and Emission Factor (lb/MWh)
Year kWh per Year CO2 CH4 N2O
2023 0.00 589 0.03 < 0.005
2024 0.00 589 0.03 < 0.005
2025 0.00 589 0.03 < 0.005
5.9. Operational Mobile Sources
5.9.1. Unmitigated
Land Use Type Trips/Weekday Trips/Saturday Trips/Sunday Trips/Year VMT/Weekday VMT/Saturday VMT/Sunday VMT/Year
Unrefrigerated
Warehouse-No Rail
1,349 1,349 1,349 492,561 9,880 9,880 9,880 3,606,194
Parking Lot 200 200 200 72,972 7,997 7,997 7,997 2,918,876
5.9.2. Mitigated
Land Use Type Trips/Weekday Trips/Saturday Trips/Sunday Trips/Year VMT/Weekday VMT/Saturday VMT/Sunday VMT/Year
Unrefrigerated
Warehouse-No Rail
1,349 1,349 1,349 492,561 9,880 9,880 9,880 3,606,194
Parking Lot 200 200 200 72,972 7,997 7,997 7,997 2,918,876
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5.10. Operational Area Sources
5.10.1. Hearths
5.10.1.1. Unmitigated
5.10.1.2. Mitigated
5.10.2. Architectural Coatings
Residential Interior Area Coated (sq ft)Residential Exterior Area Coated (sq ft)Non-Residential Interior Area Coated
(sq ft)
Non-Residential Exterior Area Coated
(sq ft)
Parking Area Coated (sq ft)
0 0.00 448,830 149,610 17,145
5.10.3. Landscape Equipment
Season Unit Value
Snow Days day/yr 0.00
Summer Days day/yr 180
5.10.4. Landscape Equipment - Mitigated
Season Unit Value
Snow Days day/yr 0.00
Summer Days day/yr 180
5.11. Operational Energy Consumption
5.11.1. Unmitigated
Electricity (kWh/yr) and CO2 and CH4 and N2O and Natural Gas (kBTU/yr)
Land Use Electricity (kWh/yr)CO2 CH4 N2O Natural Gas (kBTU/yr)
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Unrefrigerated Warehouse-No
Rail
1,304,586 589 0.0330 0.0040 4,388,697
Parking Lot 250,320 589 0.0330 0.0040 0.00
5.11.2. Mitigated
Electricity (kWh/yr) and CO2 and CH4 and N2O and Natural Gas (kBTU/yr)
Land Use Electricity (kWh/yr)CO2 CH4 N2O Natural Gas (kBTU/yr)
Unrefrigerated Warehouse-No
Rail
1,304,586 589 0.0330 0.0040 4,388,697
Parking Lot 250,320 589 0.0330 0.0040 0.00
5.12. Operational Water and Wastewater Consumption
5.12.1. Unmitigated
Land Use Indoor Water (gal/year)Outdoor Water (gal/year)
Unrefrigerated Warehouse-No Rail 69,194,625 0.00
Parking Lot 0.00 2,249,575
5.12.2. Mitigated
Land Use Indoor Water (gal/year)Outdoor Water (gal/year)
Unrefrigerated Warehouse-No Rail 69,194,625 0.00
Parking Lot 0.00 2,249,575
5.13. Operational Waste Generation
5.13.1. Unmitigated
Land Use Waste (ton/year)Cogeneration (kWh/year)
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Unrefrigerated Warehouse-No Rail 281 0.00
Parking Lot 0.00 0.00
5.13.2. Mitigated
Land Use Waste (ton/year)Cogeneration (kWh/year)
Unrefrigerated Warehouse-No Rail 281 0.00
Parking Lot 0.00 0.00
5.14. Operational Refrigeration and Air Conditioning Equipment
5.14.1. Unmitigated
Land Use Type Equipment Type Refrigerant GWP Quantity (kg)Operations Leak Rate Service Leak Rate Times Serviced
Unrefrigerated
Warehouse-No Rail
Cold storage R-404A 3,922 7.50 7.50 7.50 25.0
5.14.2. Mitigated
Land Use Type Equipment Type Refrigerant GWP Quantity (kg)Operations Leak Rate Service Leak Rate Times Serviced
Unrefrigerated
Warehouse-No Rail
Cold storage R-404A 3,922 7.50 7.50 7.50 25.0
5.15. Operational Off-Road Equipment
5.15.1. Unmitigated
Equipment Type Fuel Type Engine Tier Number per Day Hours Per Day Horsepower Load Factor
5.15.2. Mitigated
Equipment Type Fuel Type Engine Tier Number per Day Hours Per Day Horsepower Load Factor
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5.16. Stationary Sources
5.16.1. Emergency Generators and Fire Pumps
Equipment Type Fuel Type Number per Day Hours per Day Hours per Year Horsepower Load Factor
5.16.2. Process Boilers
Equipment Type Fuel Type Number Boiler Rating (MMBtu/hr)Daily Heat Input (MMBtu/day)Annual Heat Input (MMBtu/yr)
5.17. User Defined
Equipment Type Fuel Type
——
5.18. Vegetation
5.18.1. Land Use Change
5.18.1.1. Unmitigated
Vegetation Land Use Type Vegetation Soil Type Initial Acres Final Acres
5.18.1.2. Mitigated
Vegetation Land Use Type Vegetation Soil Type Initial Acres Final Acres
5.18.1. Biomass Cover Type
5.18.1.1. Unmitigated
Biomass Cover Type Initial Acres Final Acres
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5.18.1.2. Mitigated
Biomass Cover Type Initial Acres Final Acres
5.18.2. Sequestration
5.18.2.1. Unmitigated
Tree Type Number Electricity Saved (kWh/year)Natural Gas Saved (btu/year)
5.18.2.2. Mitigated
Tree Type Number Electricity Saved (kWh/year)Natural Gas Saved (btu/year)
6. Climate Risk Detailed Report
6.1. Climate Risk Summary
Cal-Adapt midcentury 2040–2059 average projections for four hazards are reported below for your project location. These are under Representation Concentration Pathway (RCP) 8.5 which assumes GHG
emissions will continue to rise strongly through 2050 and then plateau around 2100.
Climate Hazard Result for Project Location Unit
Temperature and Extreme Heat 7.94 annual days of extreme heat
Extreme Precipitation 2.15 annual days with precipitation above 20 mm
Sea Level Rise 0.00 meters of inundation depth
Wildfire 1.25 annual hectares burned
Temperature and Extreme Heat data are for grid cell in which your project are located. The projection is based on the 98th historical percentile of daily maximum/minimum temperatures from observed
historical data (32 climate model ensemble from Cal-Adapt, 2040–2059 average under RCP 8.5). Each grid cell is 6 kilometers (km) by 6 km, or 3.7 miles (mi) by 3.7 mi.
Extreme Precipitation data are for the grid cell in which your project are located. The threshold of 20 mm is equivalent to about ¾ an inch of rain, which would be light to moderate rainfall if received over a full
day or heavy rain if received over a period of 2 to 4 hours. Each grid cell is 6 kilometers (km) by 6 km, or 3.7 miles (mi) by 3.7 mi.
Sea Level Rise data are for the grid cell in which your project are located. The projections are from Radke et al. (2017), as reported in Cal-Adapt (2040–2059 average under RCP 8.5), and consider different
increments of sea level rise coupled with extreme storm events. Users may select from four model simulations to view the range in potential inundation depth for the grid cell. The four simulations make
different assumptions about expected rainfall and temperature are: Warmer/drier (HadGEM2-ES), Cooler/wetter (CNRM-CM5), Average conditions (CanESM2), Range of different rainfall and temperature
possibilities (MIROC5). Each grid cell is 50 meters (m) by 50 m, or about 164 feet (ft) by 164 ft.
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Wildfire data are for the grid cell in which your project are located. The projections are from UC Davis, as reported in Cal-Adapt (2040–2059 average under RCP 8.5), and consider historical data of climate,
vegetation, population density, and large (> 400 ha) fire history. Users may select from four model simulations to view the range in potential wildfire probabilities for the grid cell. The four simulations make
different assumptions about expected rainfall and temperature are: Warmer/drier (HadGEM2-ES), Cooler/wetter (CNRM-CM5), Average conditions (CanESM2), Range of different rainfall and temperature
possibilities (MIROC5). Each grid cell is 6 kilometers (km) by 6 km, or 3.7 miles (mi) by 3.7 mi.
6.2. Initial Climate Risk Scores
Climate Hazard Exposure Score Sensitivity Score Adaptive Capacity Score Vulnerability Score
Temperature and Extreme Heat N/A N/A N/A N/A
Extreme Precipitation N/A N/A N/A N/A
Sea Level Rise 1 0 0 N/A
Wildfire 1 0 0 N/A
Flooding 0 0 0 N/A
Drought N/A N/A N/A N/A
Snowpack Reduction N/A N/A N/A N/A
Air Quality Degradation N/A N/A N/A N/A
The sensitivity score reflects the extent to which a project would be adversely affected by exposure to a climate hazard. Exposure is rated on a scale of 1 to 5, with a score of 5 representing the greatest
exposure.
The adaptive capacity of a project refers to its ability to manage and reduce vulnerabilities from projected climate hazards. Adaptive capacity is rated on a scale of 1 to 5, with a score of 5 representing the
greatest ability to adapt.
The overall vulnerability scores are calculated based on the potential impacts and adaptive capacity assessments for each hazard. Scores do not include implementation of climate risk reduction measures.
6.3. Adjusted Climate Risk Scores
Climate Hazard Exposure Score Sensitivity Score Adaptive Capacity Score Vulnerability Score
Temperature and Extreme Heat N/A N/A N/A N/A
Extreme Precipitation N/A N/A N/A N/A
Sea Level Rise 1 1 1 2
Wildfire 1 1 1 2
Flooding 1 1 1 2
Drought N/A N/A N/A N/A
Snowpack Reduction N/A N/A N/A N/A
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Air Quality Degradation N/A N/A N/A N/A
The sensitivity score reflects the extent to which a project would be adversely affected by exposure to a climate hazard. Exposure is rated on a scale of 1 to 5, with a score of 5 representing the greatest
exposure.
The adaptive capacity of a project refers to its ability to manage and reduce vulnerabilities from projected climate hazards. Adaptive capacity is rated on a scale of 1 to 5, with a score of 5 representing the
greatest ability to adapt.
The overall vulnerability scores are calculated based on the potential impacts and adaptive capacity assessments for each hazard. Scores include implementation of climate risk reduction measures.
6.4. Climate Risk Reduction Measures
7. Health and Equity Details
7.1. CalEnviroScreen 4.0 Scores
The maximum CalEnviroScreen score is 100. A high score (i.e., greater than 50) reflects a higher pollution burden compared to other census tracts in the state.
Indicator Result for Project Census Tract
Exposure Indicators —
AQ-Ozone 32.3
AQ-PM 66.7
AQ-DPM 25.7
Drinking Water 17.1
Lead Risk Housing 8.52
Pesticides 0.00
Toxic Releases 73.7
Traffic 60.5
Effect Indicators —
CleanUp Sites 80.3
Groundwater 90.6
Haz Waste Facilities/Generators 60.2
Impaired Water Bodies 23.9
Solid Waste 98.2
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Sensitive Population —
Asthma 15.4
Cardio-vascular 9.73
Low Birth Weights 31.7
Socioeconomic Factor Indicators —
Education 32.2
Housing 26.2
Linguistic 42.1
Poverty 18.7
Unemployment 79.0
7.2. Healthy Places Index Scores
The maximum Health Places Index score is 100. A high score (i.e., greater than 50) reflects healthier community conditions compared to other census tracts in the state.
Indicator Result for Project Census Tract
Economic —
Above Poverty 80.81611703
Employed 81.6501989
Median HI 85.60246375
Education —
Bachelor's or higher 69.48543565
High school enrollment 100
Preschool enrollment 33.46593096
Transportation —
Auto Access 94.58488387
Active commuting 9.611189529
Social —
2-parent households 74.48992686
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Voting 48.96702169
Neighborhood —
Alcohol availability 87.74541255
Park access 40.52354677
Retail density 23.73925318
Supermarket access 18.94007443
Tree canopy 11.60015398
Housing —
Homeownership 86.3852175
Housing habitability 76.58154754
Low-inc homeowner severe housing cost burden 47.5426665
Low-inc renter severe housing cost burden 58.92467599
Uncrowded housing 55.19055563
Health Outcomes —
Insured adults 76.54305146
Arthritis 96.6
Asthma ER Admissions 78.5
High Blood Pressure 96.7
Cancer (excluding skin)89.7
Asthma 96.9
Coronary Heart Disease 97.4
Chronic Obstructive Pulmonary Disease 98.1
Diagnosed Diabetes 85.5
Life Expectancy at Birth 69.9
Cognitively Disabled 91.4
Physically Disabled 96.9
Heart Attack ER Admissions 88.9
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Mental Health Not Good 82.3
Chronic Kidney Disease 93.4
Obesity 85.2
Pedestrian Injuries 40.3
Physical Health Not Good 93.9
Stroke 96.9
Health Risk Behaviors —
Binge Drinking 24.0
Current Smoker 85.1
No Leisure Time for Physical Activity 70.0
Climate Change Exposures —
Wildfire Risk 0.5
SLR Inundation Area 0.0
Children 4.8
Elderly 96.9
English Speaking 68.3
Foreign-born 67.1
Outdoor Workers 53.6
Climate Change Adaptive Capacity —
Impervious Surface Cover 40.1
Traffic Density 60.0
Traffic Access 23.0
Other Indices —
Hardship 27.0
Other Decision Support —
2016 Voting 60.1
Nirvana Chula Vista Self Storage Detailed Report, 1/18/2023
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7.3. Overall Health & Equity Scores
Metric Result for Project Census Tract
CalEnviroScreen 4.0 Score for Project Location (a)32.0
Healthy Places Index Score for Project Location (b)77.0
Project Located in a Designated Disadvantaged Community (Senate Bill 535)No
Project Located in a Low-Income Community (Assembly Bill 1550)No
Project Located in a Community Air Protection Program Community (Assembly Bill 617)No
a: The maximum CalEnviroScreen score is 100. A high score (i.e., greater than 50) reflects a higher pollution burden compared to other census tracts in the state.
b: The maximum Health Places Index score is 100. A high score (i.e., greater than 50) reflects healthier community conditions compared to other census tracts in the state.
7.4. Health & Equity Measures
Measure Title Co-Benefits Achieved
CCD-1: Consult Pre-existing Community Knowledge/Priorities Social Equity
IE-4: Inclusive Community Meetings Social Equity
IE-5: Provide Education on Essential Topics Related to Project Social Equity
A-5: Public Disclosure of Project Commitments Social Equity
CE-1: Create a Construction Plan with Community Input Social Equity
CE-2: Ensure Active Modes Access During Construction Energy and Fuel Savings, Enhanced Pedestrian or Traffic Safety, Improved Public Health, Social
Equity, VMT Reductions
CE-3: Post a Clear, Visible Enforcement and Complaint Sign Social Equity
7.5. Evaluation Scorecard
This table summarizes the points earned for each health and equity measure category, and the total possible points for each category. If N/A is selected for any measure(s), the total possible points in that
category are reduced accordingly. The points for each category are then weighted on a 15-point scale to determine the score per category and a total weighted score.
Category Number of Applicable Measures Total Points Earned by Applicable
Measures
Max Possible Points Weighted Score
Community-Centered Development 5.00 1.00 25.0 0.57
Inclusive Engagement 6.00 4.00 30.0 1.90
Nirvana Chula Vista Self Storage Detailed Report, 1/18/2023
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Accountability 5.00 5.00 25.0 2.86
Construction Equity 6.00 10.0 30.0 4.76
Public Health and Air Quality 4.00 0.00 20.0 0.00
Inclusive Economics & Prosperity 4.00 0.00 20.0 0.00
Inclusive Communities 4.00 0.00 20.0 0.00
Total 34.0 20.0 170 10.1
Based on the weighted score of 10 out of a total 170 possible points, your project qualifies for the Acorn equity award level.
Organization(s) consulted by the user to complete the Health & Equity Scorecard:
7.6. Health & Equity Custom Measures
No Health & Equity Custom Measures created.
8. User Changes to Default Data
Screen Justification
Land Use Per site plan
Construction: Construction Phases Proportionally adjusted for 24 month construction schedule
Operations: Vehicle Data 1,549 trips per day per traffic analysis. 200 trips to be from trucks, shown separately under Parking
Lot to account for a 40-mile trip length.
Operations: Fleet Mix Truck trips separated to account for different trip lengths
Appendix B:
Cumulative Project List
Nirvana Cumulative Project List
1. Project Site – 821 Main Street – Nirvana Business Park – located 5,000 feet to
the east – Design Review – DR21-0024 for the review of the site plan and the three
proposed warehouse buildings, and the self-storage building. Building 1 is
proposed as 59,044 square feet, Building 2 is proposed as 44,592 square feet,
Building 3 is proposed as three-stories 140,802 square feet for self-storage, and
building 4 is proposed as 50,030 square feet. A Tentative Parcel Map – TPM21-
0003 is also proposed to subdivide the 13.31-acre property into four (4) parcels,
one for each of the buildings. The four parcels' public right -of-way is provided via
a private access easement to Nirvana Avenue.
2. 1810 Main Court – In-N-Out Restaurant.
3. 1891 Nirvana Avenue – Cannabis Dispensary – Conditional Use Permit to allow
the operation of a storefront retail cannabis business within an existing 3,221 sq.
ft. industrial building on a 1.05-acre site located within the General Industrial (I)
zone.
4. NWC Heritage/Santa Maya – Escaya Industrial – Design Review Permit to allow
the construction of three industrial shell buildings. The site is in the Otay Ranch
Village 3 Sectional Planning Area (SPA) and has a zoning designation of Ind ustrial
(I) and a General Plan designation of Limited Industrial (IL).
5. 1855 Maxwell Road – CV School District Vehicle Repair Shop – Design Review to
construct a proposed one-story, 15,500 sq. ft. building for vehicle repair of school
buses and office space for the Chula Vista Elementary School District.
6. 517 Shinohara – Shinohara Business Center – DR21-0032 – To develop a 178,156
square-foot single-story industrial building for warehousing and office uses on a
vacant 9.72-acre parcel. Hours of operation are proposed as a 24-hour operation,
seven days a week, with 3 varying shifts. The subject site is zoned ILP (Limited
Industrial Precise Plan) and a General Plan designation of IL (Limited Industrial).
The project will include one entitlement for a Design Review DR21 -0032 and a
Mitigated Negative Declaration with Mitigation Measures and Reporting Program
IS21-0006, subject to review and approval by the Planning Commission of the City
of Chula Vista.
7. 750 Main Street – Maxwell @ Main – Development of 8.21 gross-acre site within
the Auto Park East Specific Plan. The project includes a Design Review, a
Tentative Tract Map (seven lots), and a Notice of Exemption (under the Auto Park
East Specific Plan Mitigated Negative Declaration. The site is General Plan
designated IL – Limited Industrial and Zoned (ILP) Limited Industrial and is located
within the Auto Park East Specific Plan. The seven commercial buildings proposed
are as follows:
• Building A – a 2,551-square-foot drive-through restaurant
• Building B – a 2,164-square-foot drive-through restaurant
• Building C – a 4,446-square-foot retail car wash
• Building D – a 2,400-square-foot drive-through restaurant
• Building E – a gasoline station with a 4,620-square-foot convenience store
(with a type 20 off-site beer and wine license) and a 4,596-square-foot
canopy covering eight dispensers,
• Building F– a 2,221-square-foot drive-through restaurant
• Building G – a 16,89- square-foot collision (auto-repair) facility
8. 1875 Auto Park Avenue – Mossy Chrysler Dodge Ram & Jeep Chula Vista
Showroom & Sales Office – DR20-0025 – Design Review for a two-story, 54,400
square foot building and a detached 1,200 square foot carwash for a Mossy
automobile dealership with automotive repair services and associated carwash on
approximately 6.51 acres within the Auto Park North Specific Plan .
9. 670 Main Street – BMW – DR17-0031 – Design Review consideration of a two-
story, 37,600 sq. ft. building for a BMW auto dealership with auto repair/service
and associated carwash on approximately 4.2 acres.
10. 1880 Auto Park Place – Automotive Repair – DR19- 0025 – Design Review
consideration of a 27, 821 square-foot building with a 4, 185 square-foot covered
entryway for supportive uses to include a vehicle collision and automotive repair
facility.