HomeMy WebLinkAboutAgenda Packet 1997/02/13
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this Agenda-l~\It)tice o-n th!1! gdl~i~"<;'!l t:)r':;lTd at
Thursday, February 13, 1997 the PUbli:~/iC". BU,I,ii"...., .no j Gity ,-.all n Council Conference Room
5:00 p.m. DATED, .< ? 12:.Z- SIGI'lTa) .~, AdnurustralIon BUlldmg
Soecial Meetim:~IWorksession of the City of hula Vi a itv Council
CALL TO ORDER
1.
ROLL CALL:
Councilmembers Moot _' Padilla _, Rindone _, Salas _' and
Mayor Horton _"
BUSINESS
2.
REPORT
CARBON DIOXIDE REDUCTION PLAN - On 2/22/94, Council approved a resolution
to join the International Council of Local Environmental Initiatives (ICLEI) Urban
Carbon Dioxide Reduction Project and related Cities for Climate Protection campaign.
As part of this initiative, the City participated in a major planning effort involving 11
cities throughout the world. A consortium was developed by ICLEI, an association of
local governments dedicated to the prevention of local, regional, global environmental
problems through municipal action to coordinate the planning effort. After two and a
half years of planning in conjunction with a designated citizens task force, staff is
bringing forward the report for Council to review and provide direction to staff prior to
bringing the full report to Council at a regularly scheduled meeting. (Environmental
Resource Manager)
ORAL COMMUNICATIONS
This is an opportunity for the general public to address the City Council on any subject matter within the
Council's jurisdiction that is not an item on this agendil for public discussion. (State law, however, generally
prohibits the City Council from taking action on any issues not included on the posted agendil.) If you wish to
address the Council on such a subject, please complete the yellow "Request to Speak Under Oral Communications
Form" available in the lobby and submit it to the City Clerk prior to the meeting. Those who wish to speak,
please give your name and address for record purposes and follow up action. Your time is limited to three
minutes per speaker.
OTHER BUSINESS
3. CITY MANAGER'S REPORTCSl
a. Scheduling of meetings.
4. MAYOR'S REPORTCSl
5. COUNCIL COMMENTS
ADJOURNMENT
The Special Meeting/Worksession will adjourn to the regular City Council meeting on February 18, 1997 at 6:00
p.m. in the City Council Chambers,
Notice is hereby given that the Mayor of the City of Chula Vista has called and will convene a Special
Meeting/Worksession of the City Council on Thursday, February 13, 1997 at 5:00 p.m. in the Council
Conference Room, Administration Building, 276 Fourth A venue, Chula Vista, California.
CITY COUNCIL WORKSHOP
February 13, 1997
TITLE: Report on the Carbon Dioxide Reduction Plan
SUBMITTED BY: Barbara Bamberger, Environmental Resource Manager~
REVIEWED BY: John D. Goss, City Manager ~(4/5th Vote: Yes_ No.x.)
On February 22, 1994 the City Council approved a resolution to join the International Council of
Local Environmental Initiatives (lCLEI) Urban Carbon Dioxide Reduction Project and related
Cities for Climate Protection campaign. As part of this initiative, the City participated in a major
planning effort involving II cities throughout the world. A consortium was developed by
ICLEI, an association oflocal governments dedicated to the prevention oflocal, regional, global
environmental problems through municipal action to coordinate the planning effort. ICLEI is
formally affiliated with the International Union of Local Authorities. The project is part of an
international treaty among 150 countries to achieve carbon dioxide reduction through
cooperation and collective decision-making. After two and a half years of planning in
conjunction with a designated citizens task force, staff is bringing forward the report for Council
to review and provide direction to staff prior to bringing the full report to the Council at a
regularly scheduled meeting.
RECOMMENDATION: Council provide input on the Carbon Dioxide Reduction Plan and
direct staff to incorporate changes to be brought to Council for approval at a regularly scheduled
meeting.
BOARD/COMMISSION RECOMMENDA nONS:
I. A Carbon Dioxide Reduction Task Force was established at the beginning of the Plan
development to ensure participation in development of the Plan. The Task Force was a
consensus-driven committee which provided input at every stage of development of the Plan.
Attached is a letter from Susan Herney, the Chair of the CO2 Task Force and Chair of the Chula
Vista Chamber of Commerce Transportation Committee. The letter provides information
regarding the process used to develop the Plan.
2. The Resource Conservation, Economic Development and the Planning Commissions have
completed, or are in the process of reviewing, the Plan. The Planning Commission will review
the Carbon Dioxide Reduction Plan at an upcoming meeting on February 12th. The EDC
reviewed the Plan at its December 4th, 1996 and January 8th, 1997 meetings. The EDC is
developing a letter for the Council which will be reviewed at their February 5th meeting. Draft
minutes from the RCC and the EDC are attached.
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3. On January 20th, 1997 the RCC reviewed the report and voted in favor (4-1-1) to:
a) support the CO, Plan with the following revisions:
1) prioritize implementation on measure # 16: the traffic signal system
upgrades (p.120), particularly regarding retrofitting traffic signals with
high efficiency LED lamps;
2) substitute the item #10 action measure with an increased awareness in
the educational and community institutions;
b) give full support to the Greenstar program; priority be given in reduction of
carbon dioxide emissions
c) incorporate compliance with the Carbon Dioxide Reduction Plan into
environmental analysis (such as EIRs) conducted by the Planning Department;
The RCC also voted (5-1-0) to recommend the following:
d) the CO2 Plan further address the issue of international contributions and that the
City support legislation to reduce these impacts; and the Plan address increased
efficiency and availability of public transportation to the community (i.e.
transboundary traffic, Mexican power production).
4. On January 8th, 1997.the EDC voted (5-0-3) to draft a letter expressing their concerns to
Council and to review the letter at the February 5th EDC meeting. Minutes from the
meeting and draft copy of the letter are attached. The EDC reviewed the proposed plan,
and provided the following recommendations:
a) establish a Stakeholders Committee to oversee implementation of each measure,
including preparation and review of a quantitative analysis of the economic
impact upon applicable industrieslbusinesses and identify economic impacts;
b) assure that approval causes no net increase in government staffing that is not
offset by grants;
c) the program encourages reductions, and avoid setting mandates
d) measures requiring educational efforts to increase awareness should be analyzed.
DISCUSSION:
Background
Chula Vista is part of the first set of II cities developing carbon dioxide reduction plans
throughout the U.S., Canada and Europe. Since the inception of the international consortium,
over 150 cities have joined the effort coordinated through ICLEI's Cities for Climate Protection
and have been meeting on a semi-annual basis to develop CO2 plans for their respective cities. A
letter from Mayor Gus Garcia of Austin, Texas, outlining his city's experience implementing
Austin's program is attached.
oZ - ..2-
Chula Vista's CO2 Plan is the result of a two and a half year planning effort by a city task force
representing a broad array of interests. Members of the task force are included in the front of the
report. The Task Force included representatives ofthe Chamber of Commerce, SDG&E, local
developers, Economic Development Commission, SDSU, SANDAG, Caltrans, various
community members, energy consultants, school district representatives, and staff.
In September of 1996, the Plan was noticed to the public and the City opened a 90 day public
review process. Copies of the Plan were made available and distributed to City departments, the
City Clerk's office, the libraries and the telecenter for public review. At that time, a copy of the
notice was sent to all city commissions, including the Planning Commission.
The Plan was designed as a tool which will be implemented over the course of the next 12 years.
The core of the Plan is the set of20 measures recommended by the Task force and outlined on
pp.88-138. These are also listed on Table ES-l attached to the staff report.
The Carbon Dioxide Reduction Plan
The CO, Plan includes:
a) a comprehensive inventory of Chula Vista's energy use and identification of where the
majority of energy consumption is occurring. It looks at energy consumed by various portions of
the community, including residential, industrial, commercial and transportation sectors;
b) a forecast of increased energy and correlated emissions through the year 2010, taking into
account projected growth in population and automobile use;
c) a strategy for energy reduction with a goal to reduce the carbon dioxide emissions below
1990 levels by the year 20 I 0, which is consistent with the international goals set for participating
cities throughout the world; and,
d) a set of20 priority action measures to be implemented following Plan adoption. Each of
the 20 measures is described with estimated energy, emission, and economic impacts, targeted
sector and expected sector penetration, general fiscal impacts and estimated cost savings, and
implementation responsibilities.
The action measures, as shown in the attached table, are estimated to produce almost 100,000
tons/yr of CO, savings by the year 2010, which is approximately one quarter of the savings
needed to achieve the international reduction goal. Staff will bring forth recommendations for
implementation ofthe Plan and the 20 measures once initial input is provided by the Council.
For each measure, it is expected a staff person or persons, as appropriate, will be designated as
the lead, and will receive assistance from Environmental Resource Management and other
pertinent departments, as necessary.
0<-3
The key to successfully undertaking this effort is an aware and engaged group of stakeholders
from the community who will be involved in the progress of implementing each of the 20
measures. Therefore, staff recommends developing subcommittees to advise in the
implementation of the 20 measures within the Plan. Detailed recommendations within the
Report will be discussed at the workshop. Funding mechanisms will be developed as a result of
the workshop and presented when the Plan goes to Council for approval.
FISCAL IMPACT:
Each of the action measures and associated costs are detailed in Section 7 of the Report (pages
90-138). A more detailed cost/benefit analysis for each measure will be discussed at the
workshop, and can be found on pages 130-138. Section 7 includes implementation costs,
expected savings, implementation responsibilities and funding options for each measure.
Regarding implementation costs, the City originally received a $100,000 grant to develop and
implement the Plan. Staff has retained $30,000 of those funds to implement key measures within
the Plan. These funds will be used to offset salary costs of existing staff. Staff is currently
exploring funding mechanisms used by other cities and will provide recommendations to the
Council when the Plan goes to Council for final approval.
Once implemented, the Plan is estimated to save $130 million dollars by 2010, including $16
million in reduced energy expenses. The total capital costs are $25 million dollars over the next
12 years. In addition, there are operation and maintenance costs depending upon how the
measures are phased. It should be noted that both .costs and savings will be shared by many
stakeholders in the community, including municipal government, businesses, and homeowners.
The figure incorporates costs for items such as construction development, vehicle purchases for
public and private fleets, road development costs, and infrastructure that will occur regardless of
the Plan itself. These costs are not representative of the City's sole portion. Implementation cost
at this point is primarily for staffing and plauning. More detailed information regarding each
item can be found in the Report.
A copy of the Plan is attached.
attachments:
Table ES-I
Letter from Mayor Gustavo Garcia, City of Austin ,.Jor 5(!JINN E;-/)
Letter from CO2 Task Force Chair Nt!> r S(!'fl,.JAJ~.J)
Minutes from the RCC January 20th meeting N i!> r S(!.13 AJ N 6./>
Minutes from the EDC January 8th meeting /I 0 r S(!..I"lNIV~
CO2 Report - August 1996 draft Nor St!"Aj,AJ~~
February 22,1994 Council Resolution /liar SC!I3,v,AJ ~
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1. Introduction
WHY A CO2 PLAN?
Sianificance for Chula Vista
Based on 1990 data, each person in Chula Vista creates about eight tons of carbon dioxide (C02)
emissions every year. CO2 is the gaseous product of incomplete combustion of fossil fuels, such as
gasoline and natural gas. Of the seven major greenhouse gases, the highly heat absorbing character
of CO2 causes it to have the most direct impact on global climate. Research has estimated that
approximately 75% of the global greenhouse effect is attributable to CO2 emissions, and over 90% of
Chula Vista's greenhouse gas emissions are CO2, This section describes potential impacts and
assumes no mitigation measures, beyond those currently practiced, to reduce carbon dioxide
emissions.
The development of this plan is the culmination of 2 years by the City's task force and 3 years of
participation in the International Council of Local Environmental Initiatives cities project. Each city
selected for the program was responsible for developing a plan for implementation.
Global climate change is not just another environmental issue. Since the 1980s, virtually all
international investigations have confirmed that human activity is changing the atmosphere at an
unprecedented rate, and that these changes constitute major threats to the economic and
environmental health of communities worldwide, including Chula Vista. If allowed to continue, global
warming could potentially impact Chula Vista in several significant ways: rising ocean level and flooding
of coastal areas; higher prices for water, electricity, and farm products; adverse changes in fragile
ecological systems; poorer air quality; increases in certain illnesses; and jeopardized economic health.
The Scientific Debate
Until recently, the scientific community debated whether global warming was a natural phenomena or
not, and if so, what were the effects. The uncertainty has provided skeptics with ammunition to argue
against taking steps to reduce the 'potential' impacts. But now, the United Nations International
Scientific Panel on Climate Change (IPCC), a respected U.N.-sponsored body made up of more than
1 ,500 leading climate experts from 60 nations, came out with an unprecedented report that for the first
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1. Introduction
time ever, presents that global warming can be blamed, at least partially, on human activity. This
report is critical in that the IPCC had been reluctant to make such a connection until consistent and
agreed-upon scientific evidence demonstrated this to be true. This shift in scientific consensus is not
so much based on new data but on improvements in the complex computer models climatologists use
to test these theories. Additionally, a number of studies have also added to the scientists' confidence
that they can generally predict what may happen if greenhouse gases continue to be released into
the atmosphere unchecked (excerpt from Time Magazine October 2, 1995). Of course, the issue has
proponents on all sides, since it is not a clearly visible issue yet in the United States.
Why pick on cities? Most of the world's 500 million vehicles are in cities. Cars produce about 60%
of smog forming emissions. City planning results in either more or less utilization of cars. How long
it takes to get from point A to point B results from where residential versus commercial areas are
designated. The proposed plan attempts to take these principles into account throughout the
document and its policy measures.
It is Important to note that the City's plan does not predict these impacts with certainty. It Instead examines them
as potential impacts resulting from a hypothetical set of climate circumstances if current trends continue. The CIty's
plan to reduce Chula Vista's CO, emissions is based largely on energy efficiency improvements. Chula Vista gains
valuable economic, environmental, and social benefits from the energy savings that come with CO, reductions.
Global Economic Impacts
Studies of the economic impact of climate change by the Intergovernmental Panel on Climate Change
(IPCC) are being carefully examined by the international insurance and banking industries. The
insurance industry believes that an unprecedented series of hurricanes, floods and fires may be the
first real effects of human-induced climate change. These companies are spending millions of dollars
on climate studies because ofthe millions of dollars in insurance claims paid, resulting from weather-
related disasters. The insurance industry is interested in climate change because in the last 100
years, the worst natural disasters and largest insurance claims occurred in just the last six years.
1995 was the hottest global year on record and it follows a string of record breaking years that built
,
to a crescendo just before the dust of the Mt. Penatubo volcanic eruptions blocked accumulation for
several years. Even the record breaking cold weather is potentially a result of more solar energy
trapped in the earth's atmosphere by greenhouse gases.
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The Washington Post reported January 21, 1996 a mood shift in the international businesses coming
about by nothing less than the brute strength of the marketplace. Recent major disasters caused by
extreme climate events could literally bankrupt the insurance industry in the next decade. U.S.
business interests are just beginning to see their stake in the debate. The Post reported on a
memorandum prepared by the Assistant Director of the British Bankers' Association, intended for the
Bankers' annual meeting of chief executive officers. The memo warned that more than half of all
current bank lending is "affected by environmental factors" and that within the 20-40 year "life-time
of loans granted today, climate change is forecasted to have dramatic impacts". By the same token,
Blackman drew his collegues attention to the profitable silver lining, stating "there are enormous
opportunities available to finance new environmental developments and the development of
alternative energies" extending well beyond specific technologies like solar collectors and electric
cars. Broadly defined "the environment could become the biggest market of the 21st century."
The Greenhouse Effect
The greenhouse effect keeps Chula Vista (and the earth) warm. Sunlight passes through the
atmosphere and warms the earth's surface, and the earth then radiates infrared energy. Trace gases
and water vapor absorb part of the infrared radiation and emit some back, further warming the
atmosphere. The problem is that concentrations of these gases are increasing at higher than natural
rates, and most scientists agree that these increases could significantly affect the global climate.
Naturally occurring gases in the atmosphere trap heat in the physical process termed the greenhouse
effect. As shown in Figure 1.1, surface temperatures on earth are determined by radiation from the
sun and the physical properties of atmospheric gases. These gases, known as greenhouse gases,
allow solar radiation to pass through the earth's atmosphere to heat the earth's surface. This heat
is then re-radiated from the earth in the form of infrared energy. Greenhouse gases absorb part of
this radiation in the process known as the greenhouse effect.
Five naturally occurring atmospheric gases are responsible for the greenhouse effect: carbon dioxide
(C02), methane (CH.), nitrous oxide (NP), tropospheric ozone, and water vapor. These gases are
naturally transferred between the land, atmosphere and ocean. For example, plants absorb carbon
dioxide through photosynthesis as they grow, store it in solid form during the life of the plant, and
release it again as a gas when they die and decompose. Carbon can be stored for longer periods
of time, sometimes for millions of years, in the form of coal, oil, and natural gas.
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Figure 1.1
THE GREENHOUSE EFFECT
SUN
\j\S\6~~
\..\G~
STRATOSPHERE
TROPOSPHERE
~p.EO
do \~~~~'{\O~
G~S'vC~CS tv'
O'0S~ ~tO.
~~~~ C~bt.
G~ ~tf:j.
cot.
EARTH
Sou~: CEC, 1991.
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1. Introduction
The greenhouse problem arises with human activity upsetting the equilibrium of gas concentrations by
releasing carbon, methane, and other gases faster than oceans, plant matter, and soils can absorb
them. For example, the carbon in oil would be released very slowly under natural circumstances, but
because we are driving gasoline-powered automobiles in ever increasing amounts, the release of
carbon occurs more quickly. This rising build-up of greenhouse gases is leading to warmer global
temperatures, or the effect known as global warming.
PotentiallmDacts of Global Warmina
It is not possible to predict with certainty what will happen to Chula Vista as a result of global warming,
but research has enabled the Califomia Energy Commission (CEC) to assemble a hypothetical set of
impacts for the state. This scenario assumes a doubling of CO2 emissions by 2050 with a 5.40 F (or
30 C) temperature rise as a result. These increased CO2 emissions could impact water, energy,
agriculture, forestry, ocean level, natural habitat, outdoor recreation, air quality, health, and the
economy. Of these impact areas, the following seven subsections describe those that may potentially
apply to Chula Vista. These seven subsections have been excerpted from the CEC 1991 report entitled
Global Climate Change Potential Impacts and Policy Recommendations:
Potential Energy Impacts
Temperature increases projected from global warming may increase electricity demand while reducing
electricity supply. The primary temperature-sensitive electric end-uses in Califomia are the healing and
cooling of residential. and commercial buildings. Considering only changes in heating arid air
conditioning, a 30 C temperature rise could increase net annual electricity use as much as 2.5%.
Decreases in wintertime space heating demand would not offset the much larger increase in
summertime air conditioning demand. Because Califomia's electric utilities experience their peak
demands in the summer, warming-induced increases in air conditioning load could lead to peak demand
increases of as much as 6%. As demand for electricity increases, associated carbon emissions from
electric generation could also increase, depending on the fuel mix used to generate the additional
electricity. At the same time, warming could change the amount and timing of hydroelectric supplies,
since warming may reduce the volume of winter snowpack.
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1. Introduction
Potential Ocean Level Impacts
Sea level rise is expected to occur as a result of thermal expansion of the ocean surface, melting of the
earth's glaciers and polar ice fields, and mixing of now stratified ocean waters. The current rate-of-rise
would cause ocean levels in San Francisco Bay to rise as much as 5 inches in the next 50 years. A
recent EPA study estimates that if temperatures rise 30 C by 2050, a one-meter (or approximately 3
foot) sea level rise could result by 2100. Coastal erosion also is expected to increase due to sea level
rise. Higher seas provide a higher base for storm surges and have the potential for more destructive
storm activity.
Potential Water Impacts
Global warming may decrease water supplies from surface sources, increase water demand, increase
the occurrence of winter flooding, and make water pollution more severe. Since the amount of water
stored in mountain snowpack is primarily a function of winter snowfall, a 30 C temperature rise could
raise Califomia's historical snowlines by approximately 1,500 feet, which would reduce the average
snowpack area 52%. Global warming may also magnify water quality problems by reducing spring and
summer flow in rivers and their ability to dilute existing and anticipated pollutant loading.
Potential Air Quality Impacts
Changes in temperature, atmospheric ventilation, solar radiation, and precipitation may affect air quality
in Califomia both adversely and positively. However, since the impact of global warming on local
climate cannot be confidently predicted, the magnitude of these effects is unknown. Climate change
may adversely affect regional air pollution levels because of higher temperatures, increased ultraviolet
radiation, and possible increases in precipitation. However, changes in wind pattems could worsen
pollution problems, or they could help flush pollutants from urban areas. The potential impacts of global
warming on the state's major air pollutants are:
· Ozone-Higher temperatures and increased ultraviolet radiation accelerate the chemical rates
of reaction in the atmosphere, leading to higher ozone concentrations. Higher temperatures
also cause increases in emissions of oxides. of nitrogen (NOx) and hydrocarbons, the two
precursors for ozone. More electricity demand in summer months could lead to higher NOx
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1. Introduction
emissions from utilities. Evaporative emissions of hydrocarbons from motor vehicles, refueling,
and deciduous trees also increase with temperature.
. PM,o-lncreased chemical rates of production due to higher temperature and increased
ultraviolet radiation lead to higher PM,. concentrations. Precursor emissions of NOx' sulfur
oxides (SO.), and soot and ash from stationary and transportation sources may rise in summer
because of increased energy demand for air conditioning. Nitrate may increase or decrease
depending on both temperature and relative humidity. In winter, changes in the frequency and
intensity of inversions may work to reduce trapping of vehicle exhaust. Since human outdoor
activity is greater in summer than in winter, longer warm seasons and less intense winters may
increase the comparative importance of summer-type aerosol exposure in major urban areas.
. Acid Dispositio~ossible increases in acid deposition due to more electricity demand (higher
NO, and SO, emissions), higher temperatures and drier, warmer conditions
. Carbon Monoxide-CO is a product of incomplete combustion, and is primarily a winter problem
in Califomia. Air pollution levels may benefit from warming induced increased atmospheric
ventilation at night. A shorter winter season and possible reduced frequency of inversions may
reduce frequency, but not necessarily severity, of CO "hot spots" due to motor vehicles.
Potential Economic Impacts
Global warming could have a dramatic impact on Califomia's economy. Most of the impacts discussed
above would ultimately have economic consequences. Changes in water supplies and air quality, for
example, have direct and indirect economic consequences. The Califomia economy and its relationship
to the global economy is also extremely complex and the ways in which climatic change could affect
it are similarly complex. Some of the basic impacts could include:
. Higher prices-for water, electricity, fuels, farm products, and for goods requiring the input of .
these primary goods.
. Changes in ttade-resulting from changes in the availability and prices of some goods, changes
in the economies of trading partners, and changes in the overall global economy. Some
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1. Introduction
researchers estimate that the climate changes resulting from an effective CO2 doubling will
reduce global economic growth by three percent per year.
· Changes in demographics-as a result of increased "economic and environmental refugees"
from areas in the world that experience significant climate drying, warming, or economic
disruption. This may be of particular significance for North America, where immigration to
Califomia may be easy. The possibility of immigration out of Califomia as a result of these
trends must also be recognized. A larger difference between income levels and economic
strata within California may result.
· Shift of investments~rom normal investments in the economy to investments necessary for
accommodating a warming, thereby reducing available capital necessary for maintaining a
robust and growing economy.
· Changes in the riskiness of investments--fiS a result of climate circumstances outside the
experience of most investors. This could cause upward pressure on interest rates and cost of
capital, further constricting the availability of discretionary capital.
Potential Natural Habitat Impacts
Warmer temperatures, sea level rise, and changes in water availability could result in substantial
impacts to threatened and endangered species, particularly coastal wetlands and wetlands species.
Changes in temperature, rainfall, or other significant climatic effects could have devastating effects on
sensitive species. Global warming could affect estuaries and low-lying wetlands through sea level rise
by greater variation in seasonal freshwater in-flow and salt-water intrusion. A 30 C warming could also
cause land-based vegetation belts to shift northward by as much as 200 miles. A climatic change of
this magnitude would require that species shift distribution several miles each year or physiologically
adapt to the warming. The mobility of some wildlife species may enable them to achieve this rate, but
most plant species could not shiflthis quickly. Marine habitats could also be affected if global warming
shifts ocean upwelling pattems and associated nutrient transport. The shift could precipitate a change
in the location of productive fisheries along the coast.
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1. Introduction
Potential Human Health Impacts
Increased warming may endanger the health of thousands of citizens. Each of the state's major air
pollutants is associated with a set of health problems. These are discussed below in relation to global
warming:
. Ozone--Ozone exposures of several hours, at levels currently experienced in Califomia, cause
airway constriction in as many as 20% of healthy exercising adults .and children. Other lung
changes indicative of actual lung injury also occur. Increased duration and level of ozone
exposure increases both the severity of the response and the number of individuals who
respond. Years of ozone exposure can result in structural alterations in the lung and contribute
to a cumulative lifetime decrease in lung function. Increased frequency and severity of ozone
exposure will most likely increase the rate at which long-term changes occur and also increase
the total ozone contribution to lifetime lung injury.
. PM,a-Adverse health effects of fine particles include chronic reduction of lung function and
specific toxic effects of various components of the aerosol mass. Clinical and epidemiologic
studies indicate PM,o contributes to increased incidence of emphysema, aggravation of asthma,
and transmission of airbome pathogens.
. Carbon Monoxide-CO is a toxic gas that acts by blocking transport of oxygen by the blood.
Exposure has been shown to aggravate chest pain in patients with coronary heart disease.
Both individuals with chronic heart disease and respiratory problems are at greater risk.
Global warming could increase concentrations of these pollutants, and the CO2 increase presently
projected would likely resuR in both increased morbidity (illness) and mortality (death) among citizens.
The elderly and the very young would be most severely affected. More than 70% of the increased
mortality in adults would occur in persons above the age of 65; most of these would result from
exacerbation of coronary heart disease and stroke. Global warming may also indirectly lead to an
increase in the number of premature births and perinatal deaths (deaths occurring before, during, or just
after birth). Increase in the number of preterm births and perinatal deaths are generally associated with
warmer summer months. Preterm birth increases the risk of both morbidity and mortality in developing
infants, and therefore increased morbidity and mortality should be expected among these infants."
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1. Introduction
In addition to these potential impacts of increased global warming, City staff have requested information
on criteria pollutant impacts from CO2 emission reductions. In other words, while CO2 increases could
potentially degrade air quality as described above, what are the potential air quality impacts of CO2
reductions? The answer to this question depends upon the type and magnitude of CO2 reduction
measures implemented. In the buildings sector, measures that reduce energy consumption will produce
criteria pollutant reductions proportionate to CO2 reductions. Measures involving fuel switching from
fossil fuels to renewable energy resources will completely eliminate criteria pollutant emissions along
with CO2 emissions. In the transportation sector, measures that eliminate or reduce driving will produce
criteria pollutant emission reductions proportionate to CO2 reductions. However, measures that create
mode or fuel switching may increase certain criteria pollutant emissions depending upon site-specific
circumstances. For example, shifting passengers from autos to transit may not result in a net criteria
pollutant improvement if the average transit vehicle occupancy is relatively low and transit vehicle fuel
is more polluting than auto fuel, e.g. diesel versus gasoline. The CEC has sponsored research on the
air quality impacts of various transportation modes and fuels, and has concluded that the large number
of variables makes it impossible to generalize about the criteria pollutant effects of CO2 reduction
{Delucchi, t 995}. This wide range of potential impacts is shown in Table 1.1 where percentage changes
in emissions per passenger trip are compared for transit versus autos in four Califomia regions. Based
on these results, the CEC has determined that the air quality effects of CO2 reduction measures must
be analyzed on a case-by-case basis.
International CO2 Reduction
Chula Vista has undertaken this CO2 reduction effort as part of the intemational, multi-city Urban CO2
Reduction Project. Sponsored by the Intemational Council for Local Environmental Initiatives {ICLEI},
the Urban CO2 Project includes a group of 14 cities worldwide who are committed to demonstrating local
leadership on climate change. Table 1.2 provides a sample of the CO2 reduction actions being taken
by these cities. The Urban CO2 Project was initiated in 1991, and Chula Vista joined the effort in 1993.
Starting with the Toronto Conference on the Changing Atmosphere in 1988, the intemational scientific
community proposed that a global reduction of 1988 CO2 emissions of 20% by the year 2005 should
be a target if a 50% reduction of 1988 emissions is to be achieved by 2050. The United Nations
Environment Program and the World Meteorological Organization established the Intergovemmental
Panel on Climate Change (IPCC) to develop further understanding of the problem and formulate policy
options for the intemational community. In 1990, the Second World Climate Conference in Geneva
.73\002
17
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8/21/96
1. Introduction
Table 1.1
PERCENTAGE CHANGE IN EMISSIONS PER PASSENGER TRIP
USING TRANSIT IN PLACE OF AUTOS
Sacramento San Francisco Los Angeles San Diego
NMHC -97.5% 301.3% -44.4% -7.2%
CO -91.3% 87.3% 48.6% -83.7%
NOx -70.5% 39.9% 148.4% -71.2%
SOx 84.7% -5.4% -89.5% 66.0%
PM,o -91.5% -93.1% -12.0% -92.3%
C.H. -99.0% 87.5% 1013.2% 93.1%
HCHO -87.9% 111.1% 1845.7% -67.8%
CH3CHO -88.4% 4490.4% -82.5% -91.4%
CH2CHCHCH2 -98.6% infinite 375.9% infinite
CH2CH2 -93.6% infinite 25.2% -94.2%
Fuelcycle GHG -87.5% 19.1% 52.8% -59.4%
NMHC = nonmethane hydrocarbons; CO = carbon monoxide; NOx = nitrogen oxides; SOx =
sulfur oxides; PM,o = particulate matter of less than 10 microns; C.H. = benzene; HCHO =
formaldehyde; CH3CHO = acetaldehyde; CH2CHCHCH2 = 1.3 butadiene; CH2CH2 = ethelyne
(ethene).
Sou"",: Delucchi, M.A., Emissions of Criteria Pollutants, Toxic Air Pollutants. and Greenhouse Gases From the Use of
Altemative Transportation Modes and Fuels, CEC, 1995
573\002
18
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reviewed the work of the IPCC, the result of which was a commitment to prepare an intemational
convention on climate change for the Earth Summit in 1992.
The resulting Framework Convention on Climate Change (FCCC) was signed by more than 150
countries at the Earth Summit. The Convention stops short of a firm target and schedule for
greenhouse gas emission reductions. A number of countries, including the United States, have since
made unilateral commitments to bring greenhouse gas emissions to their 1990 levels by the year 2000.
In April 1995, the signatories to the FCCC met in Berlin to re-evaluate emission targets. At this meeting,
the countries made a new commitment, known as the Berlin Mandate, under which they will try to set
new emission targets for the years after 2000 by 1997. Though the scientific evidence for global
warming is still inconclusive, the decision reflects broad agreement that reducing the output of
greenhouse gases is a sensible precaution until more is known about their effect on the global climate.
At ICLEI's recommendation, this initial Chula Vista plan is interpreting the intemational goal to be 80%
of 1990 emissions in 2010. Chula Vista can respond to subsequent FCCC targets during future updates
of the CO2 plan.
DeveloDina the Plan
The process used to prepare Chula Vista's plan is illustrated in Figure 1.2. A 25-member Task Force
of interested stakeholders was assembled in May 1994 to oversee the plan's preparation. Using staff
and consultant assistance, the Task Force inventoried existing CO2 emissions; projected emissions
growth to 2010; and evaluated a wide range of CO2 reduction measures to identify those most suitable
for Chula Vista. This process culminated in the reduction strategy, policies, and implementation
measures described in the plan's concluding chapters. The geographic scope of the plan is shown in
Figure 1.3, which illustrates the City's general planning area in relation to the San Diego region.
Measurina CO. and Enerav
Planning for CO2 emission reductions and related energy efficiency improvements requires the
measurement of CO2 and various energy quantities. In this plan, CO2 is expressed as a function of fuel
type by weight, in either pounds or tons (short tons of 2,000 Ibs.). For example, 87 gallons of gaSOline
is equivalent to about one ton of CO2, As shown in Figures 1.4, 1.5 and 1.6, about half of this comes
from automobile driving and gasoline; another quarter comes from energy use in homes, much of that
in electricity; and the remainder comes from energy use in stores, offices, industries, and municipal
govemment.
5731002
20
8/21/96
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1. Introduction
Figure 1.3
CHULA VISTA PLANNING AREA & VICINITY
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1. Introduction
Energy use involves a variety of fuels that are measured in their own unique units. Electricity, for
example, is normally expressed in kilowattlhours while gasoline is measured in gallons. To simplify
tabulations, all energy values are converted into British thermal units (Btu). One Btu is the amount of
thermal energy required to raise the temperature of one pound (one pint) of water 1 0 F at sea level.
Because a single Btu is a relatively small amount of energy, one million Btu (MMBTU) is used as a
standard unit throughout the plan. Table 1.3 presents conversions of various fuels into Btu equivalents
according to energy and CO2 content.
Two other statistical notes: 1) methane (CH.) is addressed intermittently throughout the plan, and in
those instances it is measured in equivalent CO2 units; and 2) CO2 emissions are often expressed in
pounds or tons per capita, which is the total amount of CO2 from a given source divided by Chula
Vista's total population. This latter expression is intended to give citizens better insight into how their
personal actions contribute to the community's global warming emissions.
573'002
26
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8/21/96
1. Introduction
Table 1.3
ENERGY AND CO2 CONVERSIONS
co.
MMBtu Lbs LbsIMMBtu
One gallon of gasoline 0.1250 19.37 152
One gallon of diesel 0.1390 23.57 169
One therm of natural gas 0.1000 12.58 116
One kilowatt-hour (kWh) of electricity 0.0034 1.24 364
(based on SDG&E's 1990 resource mix)
One ton of CO2
= 87.02 gallons of gasoline
One ton of CO2
= 159 therms of natural gas
One ton of CO2
= 1,610 KWh of electricity
5731D02
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.;J .~t
2. Emissions Inventory
1990 BASELINE INVENTORY
CO. Emission Sources
The first step in Chula Vista's CO2 reduction planning is the establishment of a baseline to measure
reductions against: how much CO2 is Chula Vista currently emitting, and what are the sources of those
emissions? 1990 was selected as the plan's baseline year because that was the most recent year of
complete data, and it is also consistent with the baselines used by most ICLEI cities. The sources of
Chula Vista's emissions are categorized as follows:
Energy consumption
. Petroleum use in autos, trucks, and other equipment.
. Electricity and natural gas use in homes and businesses.
Energy production
. Petroleum refining
. Electric power generation
. Natural gas distribution
Each of these components are summarized below and detailed in Appendices A and B.
Enerav ConsumDtion
Emissions are directly created by energy consumption when fuel is com busted by end-users, such as
motorists using gasoline and homes and businesses using natural gas. Emissions are indirectty created
by electrical use, i.e., using electricity in a home requires generation at a power plant that, in tum, emits
CO2, Chula Vista's energy consumption is organized into fIVe end-use sectors: municipal govemment,
transportation, residential, commercial, and industrial.
5731002
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2. Emissions Inventory
Municipal Government
Chula Vista's municipal govemment uses energy in three ways: fueling municipal-owned vehicles;
space conditioning and powering municipal-owned buildings; and powering certain public services, such
as street lighting and park irrigation. Municipal energy use accounts for only 2% of total community
energy use. This energy consumption generates about 39,000 tons of CO2 emissions annually, and
80% of that comes from electric use. Although municipal govemment energy consumption is the
smallest end-use sector, it nonetheless is most directly subject to public policy and can therefore be
used to set a leadership example for other sectors. It also represents a $4.4 million annual expense
in the municipal budget. Using energy more efficiently not only reduces CO2 emissions, but also saves
money that can be redirected to other critical public service needs.
Transportation
As a suburban community, based upon 1990 census data, a total of 54,200 Chula Vista residents
commute to work outside of Chula Vista. As a bedroom community to San Diego, the inventory
identified Chula Vista's largest energy end-use sector and CO2 emitter as transportation. Because of
Chula Vista's suburban nature, it is understandable that the largest identified contributor to C02
emissions reflects the community's dependence on automobiles for a large majority of its travel needs.
Chula Vistans use approximately 106,000 automobiles and trucks to travel over one billion miles
annually, emitting nearly 600,000 tons of C02 in the process. This includes travel both within Chula
Vista and for commute trips to other paris of the San Diego region. This sector represents slightly over
50% of the community's annual CO2 emissions, indicating heavy dependence on low occupancy
automobiles that are the City's single highest contributors to CO2,
Residential
After transportation, the second largest energy user is Chula Vista's residential sector. This sector
included 49,849 dwelling units in 1990,46% of which were detached single-family homes, and 24% of
which were apartment buildings with ten or more units. Chula Vista's residences are relatively young;
23% were built since 1980, and another 60% between 1950 and 1980, In total, this sector accounts for
22% of the community's total energy use. About one-third of the residential energy used is electrical,
and two-thirds is natural gas. This energy consumption creates approximately 248,000 tons of CO2
annually, or 23% of total emissions.
5731002
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8/21/96
2. Emissions Inventory
Commercial
The community's commercial sector is dominated by retail and service trades. These are estimated to
consume about 5% of total community energy, and to produce approximately 91,ooo tons of CO2
emissions every year. It should be noted that SDG&E has provided electric and natural gas end-use
data for commercial and industrial sectors combined, making it necessary to estimate the commercial
share. This estimate can be refined if and when actual commercial sector data become available.
Industrial
Chula Vista's industrial sector includes aerospace manufacturing and other light industries. This sector
is estimated to consume about 12% of total community energy and to emit about 157,000 tons of CO2
annually. Again, SDG&E only provided combined commercial and industrial data, making it necessary
to estimate the industrial share. This can be refined if and when actual industrial data are made
available.
Enerav Production
The second portion of the 1990 inventory are those emissions created during energy production and
distribution. For example, electric power plants and petroleum refineries emit CO2 when producing their
output, and large pipelines may emit CO2 or CH. through venting or flaring during product distribution.
These sources are organized by energy type, and further by their location either in Chula Vista or
elsewhere but serving Chula Vista.
Electricity
Electricity is provided in Chula Vista solely by SDG&E (excepting for a small number of 'self-
generators," which are facilities that operate small power plants for their intemal use). SDG&E
generates electricity from power plants that it owns and operates throughout San Diego County,
including the 700 MW South Bay plant in Chula Vista. It also purchases power from independent
producers throughout the County, including several in Chula Vista, and from other utilities outside the
region. Chula Vista experiences power plant CO2 emissions far in excess of its own electric needs, with
about 2.8 million tons of CO2 coming from local power plants alone every year. In contrast, the
community's electric end-use creates only about 300,000 tonslyear of CO2 emissions.
5731002
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8/21/96
2. Emissions Inventory
It is also worth noting that what is normally a community's largest source of methane emissions, the
solid waste landfill, is being put to beneficial use in Chula Vista by methane recovery for fueling power
generation.
Natural Gas
SDG&E; also provides natural gas service in Chula Vista. There is no wellhead natural gas produced
in San Diego County; all of SDG&E's supplies are purchased from out-of-region sources and piped into
the County. Estimates of CO2 from pipeline flaring (and equivalent units of methane venting associated
with pipeline operation), including deliveries to power plants and direct-use consumers, totals about
146,000 tonslyr. As with previous estimates, this value is an approximation. Actual values were not
available from SDG&E at the time of plan preparation.
Transportation Fuels
All petroleum transportation fuels used in Chula Vista are produced and refined outside of the region.
Most gasoline and diesel supplies are refined at facilities in the Los Angeles area, and either piped or
shipped by truck or rail into San Diego County. For the purposes of emission calculations for this
section, staff only included emissions that the city has direct control over. Because freeway traffic does
not originate or end with Chula Vista residents, the City cannot greatly effect a reduction in those
emissions. Thus freeway traffic on 1.5 and 1-805 through the City was not included in the calculations
because the city has no direct relationship with those individuals driving north to south that do not live
in Chula Vista. Staff did include trips originating in Chula Vista, trips ending in Chula Vista, and internal
trips. Incorporating all freeway traffic (including through-put traffic) would increase the total, but there
would be no way to effect reductions. Therefore, emissions are based upon traffic moving 1) within
Chula Vista, 2) originating from Chula Vista, or 3) ending in Chula Vista, approximately 89,000 tons of
CO2 emissions per year is estimated for Chula Vista's share of petroleum refining and distribution.
Summary
The 1990 inventory of consumption and production emissions is summarized by end-use sector and
fuel type in Table 2.1. Figures 2.1 and 2.2 provide graphic illustrations of the data contained in Table
2.1, including energy consumption and CO2 emissions by end-use sector in Figure 2.1, and energy
consumption and CO2 emissions by fuel type in Figure 2.2. The inventory is also fully detailed in
Appendices A and B. In total, Chula Vista emits about one million tons of CO2 annually. About half of
5731002
32
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8/21/96
2. Emissions Inventory
Table 2.1
1990 TOTAL ENERGY CONSUMPTION AND CO2 EMISSIONS
Energy Consumption CO. Emissions
End-Use "by Lbs Per
Sector Fuel Type MMBtu " Tons Sector Capita
Residential Electricity 794,378 33 144,563 58 2,140
Natural Gas 1,640,871 67 103,273 42 1,528
Gasoline 0.00 0.00 0.00 0.00 0.00
Diesel 0.00 0.00 0.00 0.00 0.00
Propane 0.00 0.00 0.00 0.00 0.00
Sub-total 2,435,249 100 247,836 100 3,668
Commercial Electricity 182,933 32 33,291 57 493
Natural Gas 392,746 68 24,720 43 366
Gasoline 0.00 0.00 0.00 0.00 0.00
Diesel 0.00 0.00 0.00 0.00 0.00
Propane 0.00 0.00 0.00 0.00 0.00
Sub-total 575.679 100 58,011 100 B59
Industrial Electricity 610,099 46 111,027 71 1,643
Natural Gas 730,125 54 45,956 29 680
Gasoline 0.00 0.00 0.00 0.00 0.00
Diesel 0.00 0.00 0.00 0.00 0.00
Propane 0.00 0.00 0.00 0.00 0.00
Sub-total 1,340,224 100 156,983 100 2,323
Municipal Electricity 176,782 70 32,171 83 476
Natural Gas 13,883 5 874 2 13
Gasoline 23,268 9 2,094 5 31
Diesel 40,508 16 3,936 10 58
Propane 0.00 0.00 0.00 0.00 0.00
Sub-total 254,439 100 39,075 100 578
Transportation Electricity 1,486 0.00 0.00 0.00 0.00
Natural Gas 100 0.00 0.00 0.00 0.00
Gasoline 5,734, 119 91 514,103 91 7,609
Diesel 556, 126 9 50,098 9 741
Propane 25,206 0.00 2,180 0.00 33
Sub-total 6,317,03dol 100 568,381 100 8,383
Total 10,922,630 1,068,286 15,811
(a) Includes municipal transportation fuel.
573\002
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;l.:Z'
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the emissions come from the transportation sector, one-quarter come from residences, and the
remaining quarter is split between the commercial, industrial, and municipal sectors. Of the fuels used
by these sectors, gasoline accounts for nearly half of the CO2 emissions, and about one-third come from
electricity. The remaining 20% is split between natural gas, propane, and diesel.
Figure 2.3 summarizes these emissions on a variety of personal and community levels in order to
illustrate the relative magnitude of different end-use contributions to global warming.
Chula Vista conditions are compared to other ICLEI cities in Figure 2.4. Chula Vista appears to
compare favorably with these cities in terms of lower per capita CO2 emissions, but it should be
remembered that Chula Vista is much smaller in population than other ICLEI cities, and as a rule energy
intensities per capita are markedly greater in cities larger than 250,000 persons.
Chula Vista's per capita CO2 emissions also compare favorably to other North American cities because
of the relatively low carbon intensity of SDG&E's resource mix. Several of the other cities rely on coal
and oil-fired power generation versus the natural gas, nuclear, and hydro characteristics of SDG&E's
resource mix. Alternatively, Chula Vista does not compare favorably to European cities that are less
reliant upon automobile travel.
5731002
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8/21/96
2. Emissions Inventory
Figure 2.3
EXAMPLES OF CHULA VISTA CO2 EMISSIONS
(1990)
CO2 Tons/yr
a
5
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41
10,000 sq.ft. store
109
20,000 sq.ft. office
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.......
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t
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Total per capita
5731002
37
2~33
8/21/96
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2-J4/
3. Emissions Forecast
2010 EMISSIONS FORECAST
Having established a baseline inventory of Chula Vista's current CO2 emissions, the next step in the
planning process is a forecast of emissions growth under various future conditions. The purpose of
such forecasting is to:
. Illustrate the increased global warming that may be caused by Chula Vista's population growth
if CO2 emission reduction actions are not taken.
. Identify the amount of CO2 that reduction actions must eliminate in order for Chula Vista to
stabilize or possibly reverse its global warming contributions.
The year 201 0 is used as a planning horizon consistent with the international CO2 reduction goal of 80%
of 1990 levels in 2010. A set of forecasts have been prepared to simulate differing combinations of
community variables that affect emissions, including:
. Population growth as projected by SANDAG Series VII population study for the current
incorporated area. This study indicated that by 2010, Chula Vista is expected to grow 23%,
adding 32,000 additional residents between 1990-2010. As the City continues to expand its
territorial limits, and population expands, the potential CO2 emissions and savings from the
action measures will also increase. This estimate does not include the Otay Ranch area.
. Vehicle miles traveled (VMT) and transit passenger miles traveled as projected by SANDAG.
These include all trip origins and destinations inside and outside the City consistent with the
1990 baseline inventory. VMT is increasing at a faster rate than population growth throughout
California, and in Chula Vista a significant 44% increase is projected by 2010.
. The average fuel efficiency of vehicles on the road, which is presently 18 mpg in the San Diego
region. This variable is influenced by federal fuel efficiency standards for new vehicles and the
overall age of the region's vehicle stock. A gradual improvement in baseline fuel efficiency is
assumed consistent with CEC projections that reach 21 mpg in 2010.
5731002
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3. Emissions Forecast
· The marginal electric generation CO2 coefficient, or CO2 intensity of incremental additions to
SDG&E's resource mix in the future. This is influenced by the carbon intensity of fuels used in
the future to generate the community's electricity, Le., renewables versus fossil fuels. A gradual
reduction in the baseline CO2 intensity of SDG&E's electric fuel mix is assumed consistent with
industry and regulatory trends. However, given the significant changes expected from electric
industry restructuring, it is unclear how CO2 emissions will be impacted. This is an issue,
consistent with the City's legislative agenda, that the City will continue to monitor.
The forecasts are shown in Table 3.1 and Figure 3.1 according to four cases: 1) population and VMT
growth only; 2) population and VMT growth with less carbon-intensive electric generation fuels; 3)
population and VMT growth with vehicle fuel efficiency improvements that exceed the baseline trend;
and 4) a combination of all three previous cases. All four forecasts represent scenarios of what could
happen without any special municipal action to reduce Chula Vista's CO2 emissions. Table 3.2 details
the assumptions used for the improved electric resource mix scenario. All forecasts include projected
methane emissions expressed in equivalent CO2 units.
As a final step in projecting emissions, the average of the four "no municipal action" forecasts has been
used in Figure 3.2 as a basis for comparison to the federal and intemational reduction goals as follows:
· Expected CO2 emissions if Chula Vista takes no municipal action to reduce its emissions. The
average of the four cases equates to 1,405,650 tons/yr of emissions in 2010.
· CO2 emissions that would occur if Chula Vista achieves the current federal reduction goal of
stabilizing emissions at 1990 levels. This would equate to 1,213,579 tons/yr of emissions in
2010, which would require a reduction of 192,071 tons/year (1,405,650 - 1,213,579 = 192,071).
. CO2 emissions that would occur if Chula Vista achieves the intemational goal of 201 0 emissions
equaling 80% of 1990 levels. This would equate to 970,863 tons/yr of emissions in 2010, which
would require a reduction of 434,787 tons/year (1,405,650 - 970,863 = 434,787).
Figure 3.3 expresses the forecasts in terms of CO2 savings that must be achieved to reach either the
federal or international goals. It should be noted again that electricity-related emission estimates in
Tables 3.1 and 3.2, and Figures 3.1 through 3.3, are based on previous SDG&E resource planning
which may be impacted by the electric industry restructuring currently underway.
573\002
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.t-3'
3. Emissions Forecast
Table 3.1
2010 EMISSIONS FORECASTS WITHOUT MUNICIPAL ACTION
(based upon SANDAG Series 7 population study' - does not include Rancho San Miguel, Otay Ranch)
.. (C02 and CH.)
"Change " Change
1990 2000 from 1990 2010 from 1990
C888 A: Population and VMT Qrowlh Only
Population 135,136 151,41_ 12.04 166,688 23.35
Vehicla milas travel8dlyear 1,041,083,750 1,273,323, lex 22.31 1,505,562,4 44.61
50
Tt8llSi1 passenger mllas lraveledfyear 59,787,953 73,125,121 22.31 86,462,301 44.61
Marginal else. CO, coaf. (lbslkWh) 1.24 1.24 O.ex 1.24 0.00
Vehicle fuel efficiency (mpg) 18 19 5.5E 21 18.67
No scUon (CO, Ions) 1,213,579 1,381,414 13.83 1,499,489 23.56
Federal reduclion goal: 2000 = 1990 (CO, tons) 1,213,579 0.00 1,213,579 0.00
ICLEI reducUon goal: 2010 = 80% of 1990 (CO, tons) 1,092,221 -10.00 970,86:J -20.00
C888 8': C888 A Plus E/actrlc Resource MIx
Improvemenl
Population 135,131 151,412 12.04 166,688 23.35
Vehicle mllas travel8dlyear 1,041,083,75' 1,273,323,ICX 22.31 1,505,562,4 44.61
50
Transil passenger mllas Iravel8dlyear 59,787,953 73,125,127 22.31 86,462,301 44.61
Marginal else. CO, caef. (lbsIKWh) 1.24 1.1' -11.4 I.CX -19.52
Vehicle fuel efficiency (mpg) 18 19 5.51 21 16.67
No action (CO, tons) 1,213,579 1,298,249 6.98 1,343,66:J 10.72
FecIeral reduction goal: 2000 = 1990 (CO, tons) 1,213,579 O.ex 1,213,579 0.00
ICLEI reduction goal: 2010 _ 80% of 1990 (CO, tons) 1,092,221 -10.ex 970,883 -20.00
C888 C: C888 A Plus VehIcle I!fflclency
Improvement
PopulaUon 135,131 151,412 12.04 166,688 23.35
Vehicle mI/as travel8dlyear 1,041,083,75' 1,273,323,ICX 22.31 1,505,562,4 44.61
5C
Transil passenger mi/as Iravel8dlyear 59,787,95:-. 73,125,12 22.31 86,462,301 44.61
Marginal else. CO, caef. (lbslKWh) 1.24 1.24 0.00 1.24 0.00
Vehicle fuel efficiency (mpg) 18 2C 11.11 ~ 22.22
No acYon (CO, tons) 1,213,579 1 11.13 1,467,611 20.93
Federal reducYon goal: 2000 = 1990 (CO, tons) 1,213,579 0.00 1,213,57S '0.00
ICLEI reduction goal: 2010 = 80% of 1990 (CO,lons) 1,092,221 -10.00 970,86:J -20.00
CaSfl D: CIISflS A/fJ/C CombIned
'The populalion estimates are basad upon SANDAG Sarias VII lor the current incorporatad area. As the City continuas to expand
its territorial limits, and population expands, the potential CO, emissions and potential savings /rom the acYon measures will also
increase. The previous estimated savings of 100,000 tonslyr of CO2 emissions could increase to 150,000 to 160,000 tons based on
application to expanded territory of the twenty action measures when fully implemented. These measures will oIfset populalion impacts.
2Due to utility restructuring and deregulation planS, the Case B scenario is no longer valid, according to SDG&E, the PUC and CEC.
Because this inventory was done prior to the PUC's decision in 1995 to restructure the utiiity industry, resource mix improvements will
not be pursued at this time by the local utility.
5731002
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8/21/96
.2 *.37
3. Emissions Forecast
Table 3.1 Continued
% Change % Change
1990 2000 from 1990 2010 from 1990
Population 135,136 151,41~ 12.04 166,688 23.3f.
Vehicle mllss traveledly/lS/' 1,041,083,750 1,273,323,101. 22.31 1,505,562,4 44.61
51
Transit passenger miles traveledlyeer 59,787,~ 73,125,I2i 22.31 86,462,301 44.61
Margine! else. CO, coet. (lbsIKWh) 1.24 1.11 -//.41 1.01. -19,51.
VehicIa fuel efllciency (mpg) 18 2( 11 Z Z
No action (CO, tons) 1,213,579 1,265,43f. 4.21 1,311,811 8./J!
Federal reduc/Jon goal: 2000 = 1990 (CO, tons) 1,213,575 0.01. 1,213,579 0.01.
tCLEI reducUon goal: 2010 = 80% of 1990 (CO, tons) 1,092,221 -10.01. 970,86< -2O.rx.
573\002
43
8/21/96
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4. Reduction Strategy
CO2 EMISSION REDUCTION STRATEGY
Emission Reduction Measures
Having established baseline and future CO2 emission estimates, the next planning step is an evaluation
of CO2 reduction measures suitable for Chula Vista, how much CO2 they could save, and how they can
be assembled into an effective reduction strategy. For purposes of developing the strategy, emission
reduction measures are grouped into the following seven categories:
. Transportation control
. Land-use
. Clean transportation fuels
. ResidentiaVcommerciaVindu'strial buildings
. Municipal govemment
. Electricity and natural gas supply systems
. RegionaVstatelfederal policies
Using these groups of measures, the reduction strategy was formulated in the following manner:
1. The consultant provided a total potential universe of approximately 300 reduction
measures compiled from regional, state, national, and intemational sources.
2. The consultant conducted an initial screening of 300 measures and presented the Task
Force with a generic list of 168 "C02 Reduction Measure Descriptions" for screening by
the Task Force with regard to applicability to Chula Vista and favorable economics. The
Task Force reviewed the generic measure descriptions as they were presented in five
categories: transportation control; land use; building measures; altemative fuels,
municipal measures.
3. The Task Force then reviewed all 168 reduction measures in detail to establish their
Chula Vista suitability. Many were eliminated by the Task Force during the screening
process. The screening process identified 90 preferred measures using the evaluation
criteria in Table 4.1.
5731002
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ol-~.1
4. Reduction Strategy
Table 4.1
CO2 REDUCTION MEASURE SELECTION CRITERIA
Preferred Measures
. Overall appropriateness of the measure to Chula Vista~ qeoJ1l1J.phy'an~chara~~r.
. General acceptability of the measure to the Pl!blic.
.-._----_.,,~~ '---.----.---- .... ---------...
. Acceptability of the measure~ technology requirements, if applicable.
- ------...-..-----
. Feasibility of implemen~ation-'IJncJing.
. Presence of an established and/or growing market for the measure.
. !. Ability to quantifiably gauge results and benefits.
. 'Useful life or durability of a measure's CO2 savings.
. Availability of an organization willing and capable to implement a measure.
Action Measures
. Measures already underway.
. Diversity of measures.
. Magnitude of CO2 savings.
. Cost-effectiveness.
. Measurable results.
. Adequate implementation resources.
5731002
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02. 4~
8/21/96
4. Reduction Strategy
4. Of the 90 preferred measures, the Task Force then selected 20 "action" measures for
implementation following plan adoption. Selection criteria for these 20 measures are
also given in Table 4.1.
The remainder of this chapter describes the seven categories of measures in more detail, and
summarizes the Task Force's review that lead to the selection of preferred and action measures.
Transportation Control Measures
Transportation control measures (TCMs) are those CO2 reduction actions that reduce auto dependence
and/or increase the efficiency of vehicle use. For example, TCMs include actions that reduce or
eliminate auto trips, or that increase auto occupancy levels. TCMs do not include fuel changes; these
are addressed in a following section on Clean Fuels.
The Task Force conducted a detailed review of all TCMs in the SANDAG regional TCM plan, as well
as numerous TCMs from other jurisdictions, and several suggested by Task Force members. In total,
about 75 TCMs were evaluated against the criteria in Table 4.1 in order to arrive at preferred and action
measures. TCMs preferred by the Task Force are listed below according to those suitable for direct
municipal action, and those requiring implementation by other organizations that can be encouraged
by the municipality:
Direct Municioal Action Measures
. Transit
o Route improvements
o TerrninaVstop improvements
. Parking management
o Parking cash-out
o High Occupancy Vehicle preferential parking
o Limit new parking in areas with transit
o Improved enforcement
o Bus stop relocation to parking areas
5731002
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4. Reduction Strategy
. Employment travel
o Telecommuting and telecenters
. Shopper shuttle
o Shopper shuttle service
. Ridesharing
o Transportation management associations
o Vanpool programs
o Carpool matching programs
o Guaranteed ride home
. Information distribution
o Ridesharinglpark and ride signage
o Ridesharing matching programs
o Transitlparatransit promotion
o Traffic condition announcements/signs
. Pedestrian travel
o Safety improvement
o Direct connections with transit
. Bicycle travel
o Education and promotion
o Integration at employment/shopping areas
o Bikewaysllanes
o Integration with transit
o Incentives for showers/clothing lockers at employment locations
. Roadway assignment
o Reversible-flow bus and car lanes
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Other Measures to be Advocated
. Transit
o Commuter discounts
o Peak/off-peak transit fares
. Parking management
o Parking cash-out
o Parking cost increases
. Employment travel
o Four-day work week
o Employment benefits based on HOV/transit use
o Tax incentives for vanpool or transit
o Parking disincentives for single occupancy vehicles
. Student travel
o Parking/carpool incentives
o Student transit subsidy
o School mandated cost recovery
o Reduced minimum distance for bus riders
. Pricing
o Merchant transportation incentives for shoppers
o Lower rates/preferential treatment for HOVs
Land-Use
Land-use CO2 measures are those that reduce auto dependence and increase building energy
efficiency through land-use mixes, densities, and siting standards that reduce energy consumption and
promote non-auto travel modes. In effect, the shape and content of Chula Vista's land-use plan largely
dictates the types and amount of energy needed for the community to function. By purposely shaping
its land-uses to be more energy efficient, the community reduces pollutant and global warming
emissions, and saves the costs of the fuels that create those emissions. These and other benefits such
as reduced infrastructure costs are illustrated in Figure 4.1.
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Figure 4.1
EFFECTS OF LAND-USE CO2 REDUCTION MEASURES
Proximity of Residence from a
Transit Station, and
Frequency of Transit Use
" of 14
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Source: Air Resources Board, 1994.
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The CO2 implications of Chula Vista's general plan were recently evaluated as part of SANDAG's
regional energy planning and growth management processes. Using SANDAG's geographic
information system, and an energy planning methodology known as PLACE3S, the energy efficiency
of Chula Vista land-use designations to 2010 were evaluated. The results, shown in Figure 4.2, are
, displayed in two steps: 1) potential efficiencies if land-uses were to take maximum advantage of their
locational attributes, e.g., proximity to transit; and 2) net efficiencies given land-uses as actually
planned. Figure 4.2 reveals the following conditions:
. Potential Efficiencies
Much of the older, westem portion of Chula Vista is rated "very good" because of its higher
densities, greater mix, and better pedestrian and transit orientation. Potential efficiencies fall
to "fair" in the eastem portion of the community as land-use becomes primarily low-density
single-family residential. This efficiency reduction (and CO2 increase) occurs because of the
auto dependence created by single-use, low-density development pattems. Such pattems also
increase building and infrastructure energy use, and CO2 emissions, even further.
. Net Efficiencies
Interestingly, when net efficiencies are determined by comparing planned land-uses with
locational potentials, the easliwest ratings are inverted. Much of the eastem portion is raised
to a "good" rating because planned land-uses at least limit the amount of population growth at
the urban fringe through low-density designations. Unfortunately, the westem core of the
community is downgraded from "high" to "moderate" efficiency because its planned land-uses
do not take maximum advantage of their locational values, such as creating high-density areas
close to transit and shopping. But steps are being taken to correct this problem, such as the
case with the "Broadway Business Homes' development project that aims to create and
enhance mix use and take advantage of higher densities.
This PLACE3S evaluation points up the opportunity to reduce emissions with land-use designations and
transportation improvements that match the capacity of Chula Vista's built environment. Figure 4.3 is
a simplified illustration of the contrast in built form on either side of Interstate 805, with the west side
favored by an integrated grid of streets and small lots pattems compared to the east side where street
connectivity falls of rapidly, making the auto the dominant mode of travel. The major opportunity ahead
for Chula Vista is how CO2 friendly the SR125 corridor will be once it is developed.
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Figure 4.2
PROJECTED LAND-USE EFFICIENCIES IN 2010
(SANDAG RGMS Existing Policies)
Potential Efficlencle. with
Maxlm,,"ed Land.u.a
Subarea Potential-
. High (Near Rail Center,
.. High (Near Bus Center'
~ Moderate
D Low
Nat Efficlancln with
Planned Land.u.....
Enerav Efficiencv.
. Very Good
.. Good
~ Fair
D Poor
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4. Reduction Strategy
The Task Force reviewed a variety of measures recommended by SANDAG, the Califomia Air
Resources Board, and others. Planning Department staff participated in this review, and commented
on measure suitability, including, in some cases, partial implementation of some techniques already
developed. Those land-use measures preferred by the Task Force include the following:
. Use mix
CJ Increasing mix of residential and complementary nonresidential uses. For example,
neighborhood grocery stores close to homes.
CJ Increasing mix of residential types, e.g., detached and attached single-family dwellings
in the same neighborhood.
CJ Decentralized services at dispersed locations. Activity and shopping areas readily
accessible from neighborhoods throughout the City.
. Housing density
CJ Increasing housing density near transit (transit overlay zone).
CJ Encourage infill housing that takes advantage of vacant, already-serviced land in
developed areas.
. Site design and orientation
CJ Traditional neighborhood development (TN D) emphasizing pedestrianltransit
connections.
CJ Locate schools/parks for efficient access.
CJ Pedestrian/bike orientation. Provide direct, short, convenient linkages for pedestrian
and bicyclists.
CJ Transit orientation. Provide direct, short, convenient linkages to transit.
CJ Solar orientation for passive and/or active use for commercial.
CJ Vegetative cooling via shading to reduce building space cooling requirements.
CJ Light-colored exterior surfacing that reflects heat to reduce building space cooling
demands.
CJ Carbon-absorbing landscaping planted strategically for that purpose (rather than purely
for shading).
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. Mobility
o Pedestrian oriented street design, including direct, short, convenient linkages.
o Integrated street networks (multi-modal streets with high connectivity).
o Revise minimum/appropriate parking requirements, including shared parking and
disincentives for single-occupant autos.
As noted earlier, some of these measures have already been adopted to some extent by the City in its
planning for new growth in the Sweetwater area and Eastem Territories. Several features have been
incorporated into plans for Clay Ranch; a detailed review of CO2 reduction measure applicability for
Clay Ranch is given in Appendix C. Extension of these techniques throughout the City will maximize
CO2 benefits.
Clean Transportation Fuels
Clean transportation fuels is the category of CO2 reduction measures that substitutes .clean" vehicle
fuels for traditional petroleum products through vehicle engine conversion or new vehicle purchases.
The City, the Chula Vista Elementary School District, and Southwestem COllege all currently have
natural gas vehicles (NGV) in operation. As of September 1995, the City and Southwestem College
both have NGVs in service, while the School District operates seven compressed natural gas (CNG)
school buses. The U.S. Postal Service in Chula Vista has 112 CNG vehicles in service, and
Metropolitan Transit Development Board will operate 51 CNG buses to serve Chula Vista and the South
Bay corridor. A CNG fueling station, which is open to the public, was installed at the Chula Vista
Elementary School District in 1993. The U.S. Postal Service has its own CNG fueling station which was
installed in 1994. MTDB also has its own station which was completed in 1995. Likewise, the City will
employ three hydrogen fuel cell powered zero emission buses in its transit system in 1997-98.
The Califomia Air Resources Board (ARB) adopted low-emission vehicle regulations in September
1990.These regulations established four new categories of emission standards for passenger cars and
light-duty trucks: Transitional Low-Emission Vehicle (TLEV), Low-Emission Vehicle (LEV), Ultra-Low-
Emission Vehicle (ULEV) and Zero-Emission Vehicle (ZEV). The regulations established a
progressively more stringent fleet average emission requirement for non-methane organic gases, which
manufacturers can meet by producing any combination of TLEVs, LEVs, ULEVs and ZEVs. In addition
to meeting the fleet average emission requirement, the seven largest manufacturers are required to
produce and offer for sale in Califomia ZEVs in amounts equal to two percent of their total vehicle sales
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beginning with the 1998 model year, rising to five percent in the 2001 model year and ten percent in the
2003 model year.
The ARB staff conducted a series of public forums during 1995 to discuss all aspects of the ZEV
program, including hybrid-electric vehicles, consumer marketability, infrastructure, fleet issues,
technology, benefits and costs. The ARB staff also established a Battery Technology Advisory Panel
to evaluate the status of batteries for the 1998 implementation of ZEVs. Based on information gathered
through the publiC forums and the Battery Panel, the ARB is now proposing to amend the regulations
to eliminate the percentage ZEV requirements for model years 1998 through 2002. The ten percent
requirement for the 2003 model year would remain unchanged. This modification would allow auto
manufacturers more time to develop and demonstrate ZEVs powered by advanced batteries and
flexibility to determine the best time to introduce this new technology to the market. To encourage the
early production of advanced ZEVs, the ARB is also proposing to add a provision to allow multiple
credits for longer-range ZEVs produced prior to the 2003 model year. These ZEV credits could be
applied to a manufacturer's 2003 and subsequent model year requirements. To ensure that no
emission reductions are lost by suspending the ZEV requirements, the ARB is recommending that it
enter into agreements with each of the seven auto manufacturers that are subject to the 1998 through
2002 model year percentage ZEV requirements. These agreements would formalize commitments by
the auto manufacturers to achieve the air quality benefits of the percentage ZEV requirements, to
continue investing in advanced batteries, to produce ZEVs powered by advanced batteries for
demonstration purposes, and to ramp up to large-volume ZEV production in the 2003 model year.
The Federal Energy Policy Act (EPACT) of 1992 requires conversion of fleet vehicles to clean fuels
according to the schedule given in Table 4.2. EPACT required federal fleets to begin purchasing
altemate fuel vehicles in 1993. The Act requires state fleets and altemative fuels providers to begin
purchasing a1temative fuel vehicles in model year 1996. And the law may require private and municipal
fleets to acquire altemative fuel vehicles starting as early as model year 1999. Under EPACT, the
Secretary of Energy has two opportunities to mandate private and municipal fleet action as shown in
Table 4.2. If a rule making is issued by December 15, 1996, then "early rule making" will apply; and if
rule making is not issued until January 1 , 2000, then "future rule ma~ing" will apply. If no rule making
is issued by the later date, there will be no private or municipal fleet mandates.
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Table 4.2
EPACT CLEAN FUEL TIMETABLE
FOR PRIVATE AND MUNICIPAL FLEETS
Early Future
Rule Making Rule Making
Model Year Scenario Scenario
1999 20% -- -
2000 20% -- -
2001 20% -- -
2002 30% 20%
2003 40% 40%
2004 50% 60%
2005 60% 70%
2006 on 70% 70%
Source: Federal Energy Policy Act
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In considering clean fuels, Chula Vista has three choices in the near term based on the current
commercialization of altemative fuels and their supporting technologies:
. Electricity
. Compressed natural gas (CNG)
. Methanol
There are other emerging fuel options, such as hydrogen, clean diesel, and biodiesel. The timing of
their commercial status is uncertain at this point. The City should actively monitor emerging
altematives, such as hydrogen and clean diesel, while it focuses on commercialized altematives in the
near term. Implementation options for clean fuels include the purchase of new vehicles equipped to
use them; the conversion of existing vehicles to use them; and the provision of new or modified fueling
(or charging) infrastructure to support widespread clean fuel use. In the near-term, the most cost
effective and emission-reducing opportunities exist in vehicle fleets operated by public and private
organizations, where large numbers of vehicles are fueled and maintained by single owners at
centralized locations.
Currently, the general public refueling network for clean fuels is also very limited. Key barriers that need
to be eliminated, in part through local planning, have been identified by the CEC in its 1994 Calfuels
plan as follows:
. All clean fuels
[J Lack of training for vehicle technicians and emergency personnel.
[J Need for increased public awareness of clean fuels and their benefits.
. Electric vehicles
[J Lack of standard charging equipment and connectors.
[J Need for code revisions and information dissemination.
. Natural gas vehicles
[J Limited fueling network.
[J Need for code revisions and information dissemination.
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Preferred implementation measures within clean fuel market segments include the following:
. Fleet operator conversion/purchase commitments and phase-in schedules. For
el(ample, the City can exercise leadership by developing a municipal fleet that is 100%
clean fueled or high conventional fuel efficient by 2010.
. Comprehensive municipal departmental review and removal of any code barriers to
clean fuels commercialization. In particular, safety requirements should not create
unnecessary obstacles to clean fuel commercialization while still maintaining adequate
safety standards.
. Provide technical assistance and/or referral services for persons interested in
conversion/purchase. Conversion assistance should include information on the
importance of CARB-certified retrofit kits.
. Expansion of adult and/or college job training aimed at maintenance of clean fuel
vehicles and fueling infrastructure.
. Preferential treatment of clean fueled vehicles, such as special parking privileges.
. Use of high visibility special applications, such as meter reading, to demonstrate clean
fuel vehicles to the community at large.
. Recruitment of designers and parts manufacturers supplying components to the clean
fuel industry, consistent with the Border Environmental Commerce Alliance and Boarder
Environmental Technology Resource Center respectively.
. Awards program to recognize exemplary clean fuel efforts in the community.
Residential, Commercial, and Industrial Sectors
This category of CO2 reduction measures consists of energy efficiency measures for building space
conditioning, lighting, and process improvements. Measures have been organized as follows:
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. Residential/commercial new construction
o Space heating
o Space cooling
o Domestic hot water
0 Appliances
0 Pools and spas
0 Lighting
0 Office equipment
. ResidentiaVcommercial retrofit and remodeling
o Space heating
o Space cooling
o Domestic hot water
0 Appliances
0 Pools and spas
0 Lighting
0 Office equipment
. Industrial retrofit and new construction
o Space conditioning
o Lighting
o Ventilation
o Motors
Since the 1970s, builders and consumers alike have demonstrated clear preferences for increased
efficiency measures in these areas that are cost-effective. This is reflected in the growing market
preference for efficient homes generally, and increasing consumer purchases of high-efficiency models
of appliances. If builders and consumers are provided with good information on measures that are
economically sound, experience has shown that the buying public will respond accordingly. In fact,
there is strong evidence that builders and the public can be motivated as much by non-energy benefits
as by direct energy savings. In mounting a voluntary implementation effort for building efficiency based
on information and incentives the City should promote the types of non-energy benefits detailed in
Appendix D in addition to energy and CO2 savings.
The major thrust of a voluntary effort is increasing awareness of building efficiency benefits, including
publiC cost savings, housing affordability improvements, business productivity increases, and reduced
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resource consumption generally. These messages can be conveyed to the community using a variety
of methods, including the following examples:
. Information dissemination
This can occur at the permit counter, vendor and material outlets, and professional
meetings. Information can be distributed in printed and video form; with interactive
leaming software; and through a speakers bureau involving local professional
organizations such as the American Institute of Architects and the American Society of
Heating, Refrigeration, and Air Conditioning Engineers. Table 4.3 presents a checklist
of building design and construction practices that an information program can be built
around. Appendix D contains information on non-energy benefits that should also be
stressed.
. Design assistance
Homeowners and designers should be able to obtain limited technical help, or access
to self-help information, from sources such as the City's Web Page or other on-line
services.
. Design competitions and awards
Exemplary efforts should be encouraged through annual efficiency competitions and
well-publicized awards.
. Home efficiency rating system
One of the best voluntary approaches used in many parts of the country are home
energy efficiency ratings that occur when a residence is built or sold. Austin, Texas has
a successful "Greenstar" program, and Califomia has a very successful non-profit
statewide program called CHEERS (Califomia Home Energy Efficiency Rating System).
The City plans to establish a GreenStar Building program. Information is to be provided
in the Department of Building and Housing.
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SAMPLE CHECKLIST:
Table 4.3
ENERGY-EFFICIENT BUILDING DESIGN
AND CONSTRUCTION CHECKLIST
DESIGN
Smaller is better. Optimize use of interior space through careful design so that the overall
building size-and resource use in constructing and operating it-are kept to a
minimum.
Design an energy.efficient Use high levels of insulation, high-performance windows, and tight
building. construction. Choose glazings with low solar heat gain.
Design buildings to use Passive solar heating, daylighting, and natural cooling can be incorporated
renewable energy. cost-effectively into most buildings. Also consider solar water heating and
photovoltaics--or design buildings for future panel ins/allation.
Optimize material use. Minimize waste by designing for standard sizes. Avoid waste from structural
over-dasign (use optiroom-value engineering/advanced framing).
Design water-effICient, low- Conventional lawns heve a high ifIJ'Bct because of water use, pesticide use,
maintenance landscaping. and pollution ganerated from mowing. Landscape with drought-resistant native
plants and perennial groundcovers.
Make it easy for occupants to Make provisions for storaga and processing of racyclables: racycling bins near
racycle waste. the kitchen, undarsink door-mounted bucket with lid for compostable food
waste, eta.
Design for future reuse. Make the structure adaptable to other uses, and choose materials and
COfTJJOnents that can be reused or recycled.
Avoid potential health hazards: Follow racommandad practices to minimize radon entry into the building and
radon, EMF. pesticides. provide for future mitigation if n8C8SSary. Plan electrical wiring and placarnant
of electrical equipment to minimize electromagnetic field exposure. Design
insect-resistant detailing that will require minimal use of pesticides.
SmNG
Renovate oIdar buildings. Conscientiously renovating existing buildings is the most sustainable
construction.
Evaluate site resources. Early in lhe siting process carry out a careful site evaluation: solar access,
soils, vegetation, i""ortant natural areas, ete.
Locate buildings to minimize Cluster buildings or build attached units to preserve open space and wildlife
environmental iffJJBct. habitats, avoid especially sensitive areas including watiands, and keep roads
and servica lines short. Leave the most pristine areas untouched, and look for
areas that have bean previously damaged to build on.
Pay attention to solar orientation. Reduce energy use by orienting buildings to make optimal use of passive solar
heating, daylighting, and natural cooling.
Situate buildings to benefit from Trees on the east and wast sides of a building can dramatically reduce cooling
vegetation. loads. Hedge rows and shrubbery can block cold winter winds or help chennel
cool surnrnar breezes into the building.
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Table 4.3 Continued
MA TERIALS
Avoid ozone-depleting Chlorofluorocarbons (the main contributor to ozone and feci/ita tor of
chemicals in mechanical global wanning) have largely been phased out. but their primary
equipment and insulation. replacements--Hydrofluorocarbons-- also damage tha ozone layer and
should be avoided wIlere possible. Reclaim Chlorofluorocarbons wilen
servicing or disposing of equipment and, if possible, take
Chlorofluorocarbon-based foam Insulation to a recycler who can capture
Chlorofluorocarbons.
Use durable products and Because manufacturing is very energy-intensive, a product that lasts
materials. longer or requires less maintenance usually saves energy. Durable
products also contribute less to solid waste problems.
.
Choose building materials with One estimate of the relative energy intensity of various materials (by
low embodied energy. weight) is as follows: Lumber = t, Brick = 2, Cement = 2, Glass = 3,
Fiberglass = 7, Steel = 8, Plastic = SO, Aluminum = 80
Buy locally produced building Transportation is costly in both energy use and pollution generation.
materials. Look for locally produced materials to replace products irTfJorted to your
ares.
Use building products made Building products made from recycled materials reduce solid waste
from recycled materials. problems, cut energy consurTfJtion in manufacturing, and save on natural
resource use.
Use salvaged building Reduce landfill pressure and save natural resources by using salvaged
materials when possible. materials: lumber, mHlwork, certain plumbing fixtures, and hardware, for
exarTfJle.
Avoid materials that will offgas Solvent-based finished, adhesives, carpeting, particle board, and many
pollutants. other building products release formaldehyde and volatile organic
COrTfJOUnds (V0Cs) into the air. These chemicals can affect workers'
and occupants' health as well as contribute to smog and ground-level
ozone pollution outside.
Minimize use of pressure- Use detailing that will prevent soil contact and rot. Where possible, use
treated lumber. alternatives such as recycled plastic lumber. Take measure to protect
workers wilen cutting and handling pressure-treated wood, and never
bum scraps.
EQUIPMENT
Install high-efficiency heating Well-designed high-efficiency furnaces, boilers, and air conditioners (and
and cooling equipment. distribution systems) not only save money, but also produce less
pollution during operation. Install equipment with minimal risk of
combustion gas spillage, such as sealed-combustion appliances.
Install high-effICiency lights Fluorescent lighting has irTfJroved dramatically in recent years and is
and appliances. now suitable for homes. High-efficiency appliances offer both economic
and environmental advantages over their conventional countetparts.
Install water-effic;ent Water-conserving toilets, showerhaads. and faucet aerators not only
equipment. reduce water use, they also reduce demand on sewage treatment plants.
Reducing hot water use also saves energy.
Install mechanical ventilation Mechanical ventilation is usually required to ensure safe, heanhy indoor
equipment. air. Heat recovery ventilators are preferred in cold climates because of
energy savings, but sitTf>ler, less expensive exhaust-only ventilation
systems are also adequate.
Adapted from RMI, t995.
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. Demonstration projects
Construction and monitoring of experimental or pilot projects that demonstrate
innovative concepts is often a useful method of showcasing efficiency.
. Municipal design review criteria
Adding stronger energy efficiency items to Chula Vista's existing design review criteria
would help institutionalize efficiency and lead to more energy-conscious projects
generally.
. Expedited permit reviews and bonuses
The City could offer expedited permit reviews or other zoning bonuses to builders who
voluntarily exceed minimum code energy standards.
The Task Force and City staff have indicated interest in combining these vOluntary measures into a
Chula Vista "Greenstal" program that stresses information dissemination and recognition of outstanding
efforts.
In addition to voluntary implementation, the strategy should include ongoing review of building code
standards to ensure that they reflect improving technologies and efficiencies. This part of the strategy
requires the assistance of local building officials, designers, and builders who are best equipped to
study code changes in detail and recommend appropriate amendments. Code amendments can be
proposed not only at the local level, but also importantly for CO2 reduction, at the state and national
code levels as well.
Municipal
This category of CO2 reduction measures concems City govemment keeping its own emissions to a
minimum. This includes everything from operating municipal vehicles to space conditioning municipal
offices. The municipal category is organized as follows:
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. Municipal management
D Comprehensive energy accounting
. Municipal transportation
D Employee commuting
D Clean fuel conversion/purchase
D High efficiency conventional fuel vehicle purchase
D Maintenance and driving improvements.
. Municipal buildings
D Space conditioning
D Lighting
D Office equipment
. Municipal infrastructure
D Street lights
D Traffic signals
D Large pumps and motors
Municipal measures have been reviewed under the broader general categories of transportation and
building efficiency, except for energy accounting. An energy accounting system allows a city to track
energy use room-by-room, building-by-building. This provides insight for decision makers on where
conservation will be more or less effective. This is perhaps the most noteworthy municipal measure
because the lack of an energy accounting system severely handicaps any municipal energy
improvement effort. Based on interviews with City staff and review of municipal records, it does not
appear that Chula Vista is readily able to track energy use comprehensively; nor to identify usage
anomalies and take focused corrective action. An energy accounting system will perform these duties,
which are essential for achieving reliable and consistent energy and CO2 reductions. One of the most
popular systems of this type is ENACT, which is available from the Washington State Energy Office.
Use of a system like this can produce the following benefits:
· Identifying where energy is being wasted or used inefficiently.
· Showing where energy costs have been reduced in order to confirm
conservation effectiveness.
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. Providing better information for budgeting and capital improvement
programming.
. Providing a rational basis for evaluating competing energy efficiency options.
. Identifying billing and rate schedule errors.
. Promoting energy cost savings so funds can be redirected to other municipal
needs.
Electricity and Natural Gas Supply Systems
In contrast to all of the foregoing categories of CO2 action that can be directly controlled by City
govemment, this category is concemed with municipal advocacy of CO2 reduction by organizations
supplying electricity and natural gas to the community.
The issues under these organizations' control that affect CO2 emissions include:
. Efficiency improvements in existing electric and natural gas supply systems
(SDG&E, other investor-owned utilities, independent producers, state, federal).
. Use of low carbon intensity fuels in new electric generation (SDG&E, other
investor-owned utilities, independent producers, state, federal).
Opportunities for Chula Vista to advocate CO2 reductions occur regularly in the electric and natural gas
supply policy areas. A prominent example at present is the Califomia Public Utilities Commission's
intent to deregulate electricity services. In this case, municipalities could have an opportunity to
promote consideration of environmental issues such as CO2 reduction when electric utilities are
competing in a deregulated market. The League of Califomia Cities supports electricity deregulation
if it results in permanently lower rates and complies with the following criteria:
. Equitable benefits: any restructuring program should result in all ratepayers directly
sharing benefits equitably.
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4. Reduction Strategy
· Municipal utilities: any restructuring program should consider the viability of municipal
utilities.
· Franchise authority: cities should continue to have the authority to issue franchises, and
any restructuring should be at least revenue neutral relative to current franchise
revenues.
· Municipalization: cities should be authorized to serve as brokers/facilitators in
negotiating, buying, transmitting, and distributing electricity for their businesses and
residents.
Because of the intangibility of policy advocacy, CO2 savings from this category cannot be easily
estimated or quantified. If the City takes a relatively proactive posture in these issue areas, and
consistently participates in applicable legislative and regulatory processes, it is reasonable to believe
that such advocacy will produce several thousands of tons of CO2 savings during the planning period.
RegionaVState/Federal Policies
This is also an advocacy category where the City can participate in other govemment forums to express
Chula Vista preferences or proposals. Opportunities for promoting local objectives occur in the
following regional, state, and/or federal policy areas:
· Vehicle fuel efficiency standards (federal)
· Vehicle pollutant emissions standards (federal, state, regional)
· Building construction standards (federal, state)
· Appliance standards (federal, state)
· Forestry pOlicies (federal, state)
This is another intangible policy category where CO2 savings cannot be easily quantified. However, as
with electric and natural gas advocacy, it is reasonable to beliElve that if the City actively and
consistently participates, that such advocacy could produce another 1-2% of desired CO2 savings. More
importantly, such advocacy is critical to developing global warming policies along at higher levels of
govemment.
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4. Reduction Strategy
The Strategy
As estimated in Chapter 3, Chula Vista will need to reduce its projected 2010 CO2 emissions by
approximately 400,000 tonslyr in order to achieve the intemational goal of 80% of 1990 emissions in
2010. To achieve this goal, the following eight-part strategy is proposed:
1. To spur action, increase the public's awareness of the climate change issue. Focus in
particular on the next generation of Chula Vistans who can make CO2 reduction an
everyday practice by 2010.
2. Reduce the long-term need for travel in the community through efficient land-
usellransportation coordination and telecommunications technology. Focus in particular
on shaping areas east of Interstate 805 to be as CO2 friendly as possible.
3. Of the travel that does occur, provide for multi-modal choices.
4. Of the automobile driving that remains, work to make it as clean as possible.
5. Capture cost-effective building efficiency improvements in both new construction and
remodeling through a mix of implementation approaches.
6. Lead the effort with municipal efficiency gains that can be showcased to encourage
personal and organization action throughout the community.
7. Interlock the City's efforts with other regional programs in order to strengthen region-
wide progress on climate protection.
8. Focus initially on a few short-range actions to build visibility and results, and then
periodically update and fine tune the strategy over time.
With the involvement and hard work of Chula Vista's stakeholders, this strategy can lead to the
downward curve of CO2 emissions shown in Figure 4.4.
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6. Action Plan
CO2 ACTION PLAN
Having established a reduction goal and policies, the final planning step is designing an action plan to
implement the policies and achieve the goal. This chapter describes an action plan composed of the
following elements:
. Ongoing CO2 reduction projects.
. A set of 20 actions to be implemented following plan adoption.
The key to successfully undertaking this effect is an aware and engaged group of stakeholders who are
actively committed to nuts-and-bolts progress. Table 6.1 summarizes the types of attributes needed
in Chula Vista in order to effectively carry out the plan.
Onaoina Proiects
Chula Vista is already conducting several projects that are producing CO2 savings, or that are in the
planning stages and nearly ready for implementation. One objective of this plan is to integrate these
ongoing projects into the overall reduction strategy, and to build on the momentum that these projects
have already created.
The City's current CO2 projects include:
. Smogbuster alternative fuel vehicle rebates. The City has an ongoing altemative fuel
retrofit rebate program targeted at private industry. It allows for a maximum of 20
retrofits to electric and CNG, and a minimum of 10 retrofits. The City is providing up to
$4,000 for electric and $1,000 for CNG per retrofit.
. Hydrogen transit vehicles. The City is currently raising funds to conduct a hydrogen fuel
transit demonstration. These buses produce no emissions and their only byproduct is
water. Chula Vista has plans to replace three diesel buses with a state-of-the-art
technology run entirely on hydrogen as a fuel, which results in zero emissions. The City
will be one of 3 pilot project sites in North America, demonstrating the results of a major
R&D effort to convert NASA aerospace technology to a practical, commercial
application.
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6. Action Plan
Table 6.1
KEYS TO CO2 PROGRAM SUCCESS
. Widespread awareness of transportation and energy alternatives. In many
communities, residents seldom think of global climate, transpolfation, and energy issues
together, much less see improved energy use as a means to a better environment and
stronger economy. In communities that are making improvements, awareness of
climate change and energy efficiency are becoming commonplace as people
incorporate cost-effective efficiency methods into everyday practice.
. Incentives to change. Community members see that it is in their best interest to take
advantage of energy efficiency for economic, environmental, or other reasons. Rather
than an issue that only a few citizen activists care about, improving energy use and
reducing CO2 emissions becomes a community priority directly tied to important local
and global goals.
. Community and political support. Good ideas without community and political
backing often go nowhere. Strong and enthusiastic support from elected officials, civic
leaders, and the community at large plays a critical role in tuming good ideas into lasting
local change.
. Strong local leadership. Someone in the community, or some organization, has a
vision of how CO2 emissions can be reduced and the economy improved. They take an
active, persistent role in tuming community potential into reality.
. Ability to mobilize resources. Education and the resulting awareness of energy
efficiency altematives is not enough. Successful CO2-efficient communities have made
the most of available resources to help residents and businesses overcome barriers
such as a lack of up-front financing or technical expertise.
. An effective organization to carry the effort on, year after year. While individual
actions are critical to success, institutions and organizations create a reliable base to
mobilize the necessary resources to make improved energy use an ongoing priority for
years to come.
Adapted from Hubbard, 1995.
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6. Action Plan
The project will run for 500,000 miles and result in zero emissions. The City
has calculated a CO. savings of 2,722 CO. tons per year. This project has
received financial support from the Califomia Energy Commission, the
Califomia State legislature, U.S. Department of Energy and the City of Chula
Vista.
$5.3 million has been raised out of a total $6.4 million needed for the project.
The City plans to purchase three hydrogen fuel cell buses and replace two
diesel buses and add one new transit line to the City's system.
. Aluminum air fuel cell research and development (R & OJ. Currently the City is
part of a team, along with SCAQMD and SAIC, to refine a zero emission
aluminum air fuel cell for portable generators and transportation applications.
SAIC is currently developing a contract with the military to supply portable
power generators with this technology, but the vehicle application is still in the
research phase. The next step is to build an aluminum air truck and test it in
Chula Vista's fleet. This project will not result in short term savings, but if the
R&D effort is successful, the company has committed to developing a
manufacturing facility in Chula Vista.
. VanpooJ. The City is in the process of purchasing three CNG ULEV seven-
passenger minivans for City employee vanpooling. This program will eventually
expand to include employees from nearby private companies. Routes have
been designated as followings: Vista - Chula Vista route (along 1-15 with pick-
ups in Vista, Escondido, and Poway areas to Chula Vista and back); Coast
Routes (Carlsbad, La Jolla, down to Chula Vista); and East County Routes
(Murrieta, Temecula, Alpine, EI Cajon, etc.).
. Telecommuting and te/ecenters. City employees participate in telecommuting,
and the City has established two telecenters. Together the two telecenters have
a maximum occupancy potential of 90 telecommuter spaces per week, plus two
classrooms and one conference room. As of July 1995, the downtown
telecenter has a 27% occupancy rate, which translates into 12 telecommuter
days. The East H Street telecenter has a 36% occupancy rate, which translates
5731002
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'F -
6. Action Plan
into 18 telecommuter days. Occupancy levels are projected to rise to 50% by
December and 75% by July 1996.
· Lighting upgrades. Energy efficient lighting upgrades have been installed in
municipal buildings.
The current or expected CO2 savings from these projects are summarized in Table 6.2, and
each of them is detailed further in Appendix E.
20 Action Measures
The core of the action plan is the set of 20 measures recommended by the Task Force for
implementation following plan adoption. These are listed in Table 6.3 and summarized
according to estimated impacts in Table 6.4. Each of the measures is also detailed in Appendix
F according to implementation costs, expected savings, implementation responsibilities and
schedule, and funding options. Figure 6.1 illustrates the percent of CO2 savings estimated for
the 20 measures when fully implemented in 2010, and Figure 6.2 groups the savings into three
major categories of measures.
As shown in Table 6.4, the action measures are estimated to produce about 100,000 tonslyr of
CO2 savings by 201 0, which is approximately one quarter of the savings needed to achieve the
international reduction goal. These measures are estimated to cost roughly $25 million in
capital outlays, and another $5 million in annual operating and maintenance expenses over the
next 14 years. This total implementation cost of approximately $95 million is contrasted against
a total savings estimate of $130 million by 2010. These savings include $16 million in reduced
energy expenses; about $5 million in avoided CO2 damage (using the CEC's damage cost
coefficient of $501l0n); and about $1 09 million in avoided autoltruck driving expenses (using the
CEC's cost of driving coefficient of 71 It/mile). It should be noted that both costs and savings
will be shared by many stakeholders in the community, including municipal govemment,
businesses, homeowners, and other regional organizations.
For reference purposes, Appendix F contains the remaining 70 preferred CO2 reduction
measures that are available for future implementation. Appendix H contains definitions and CO2
savings estimates for the 168 measures originally presented by the consultant for Task Force
review and evaluation.
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6. Action Plan
Table 6.2
CO2 PROJECTS ALREADY UNDERWAY
Proiect
CO2
Savings
(tonslvrJ
Altemate fuel vehicle rebates
27
Hydrogen bus demonstration
2,722
Vanpooling
1,736
Lighting upgrades
514
Telecenters
---..li
5,074
Education Program:
The City developed a Global Warming curriculum for the Chula Vista Elementary School
District. This effort is not quantifiable but nevertheless is anticipated to result in
emission reductions. The District implemented the curriculum, to be used on an annual
basis.
573'<102
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6. Action Plan
Table 6.3
ACTION MEASURES
1. Municipal clean fuel vehicle purchases.
2. Private fleet clean fuel vehicle purchases.
3. Municipal clean fuel demonstration projects.
4. Telecommuting and telecenters.
5. Municipal building upgrades and employee trip reduction.
6. Enhanced pedestrian connections to transit.
7. Increased housing density near transit.
8. Site design with transit orientation.
9. Increased land-use mix.
10. Reduced commercial parking requirements.
11. Site design with pedestrian/bicycle orientation.
12. Bicycle integration with transit and employment.
13. Bicycle lanes, paths, and routes.
14. Energy efficient landscaping.
15. Solar pool heating.
16. Traffic signal and system upgrades.
1Z Studenttransitsubsid~
18. Greenstar building efficiency program.
19. Municipallife-cycle purchasing standards.
20. Increased employment density near transit.
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Executive Summary
Table ES-1
ACTION MEASURES
2010 CO2
Savings
ttons/vr)
1. Municipal clean fuel vehicle purchases.
251
3. Municipal clean fuel demonstration projects.
3,471
2,722
2. Private fleet clean fuel vehicle purchases.
4. Telecommuting and telecenters.
367
5. Municipal building upgrades and employee trip reduction.
799
10. Reduced commercial parking requirements.
6,328
8,744
4,372
8,744
6,328
4,372
6. Enhanced pedestrian connections to transit.
7. Increased housing density near transit.
8. Site design with transit orientation.
9. Increased land-use mix.
11. Site design with pedestrian/bicycle orientation.
12. Bicycle integration with transit and employment.
2,417
19. Municipallife-cycle purchasing standards.
1,447
1,279
2,462
1,640
3,878
15,591
10,151
13. Bicycle lanes, paths, and routes.
14. Energy efficient landscaping.
15. Solar pool heating.
16. Traffic signal and 'system upgrades.
17. Student transit subsidy.
18. ' Greenstar building efficiency program.
20. Increased employment density near transit.
13355
TOTAL
98,379
5731002
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Executive Summary
4. Of the automobile driving that remains, work to make it as clean as possible.
5. Capture cost-effective building efficiency improvements in both new construction and
remodeling through a mix of implementation approaches.
6.
Lead the eff with municipal energy programs that can be show
personal and 0 anizational (business, govemment, school dist .
. Focus on encouraging
, residential) actions.
7. Interlock the City's e orts with other regional programs in rder to strengthen region-wide
progress on climate pro ction (Air Pollution Control Distri SANDAG programs). Examples
include: the Telecenter e rt, BECA, etc.
8.
Focus initially on a few short-r ge actions to build vi
update and fine tune the strateg over time.
i1ity and results, and then periodically
1/
This strategy is to be implemented primarily t ugh VOI'ftary efforts with encouragement from a strong
pUblic information and advocacy effort. Spec' lIy, ;ro action measures are recommended for initial
implementation as summarized in Table ES-1, . explained in detail in Chapter 7. These action
measures are intended to promote clean fuel ve s; altematives to driving; transportation-efficient
land-use planning; and energy efficient building f:>nst ction. Several of the action measures are to be
implemented by municipal government to d6monstra leadership in CO2 reduction, and thereby
1
encourage personal and organizational actjOn throughout e community.
/
!,
When fully implemented in 2021 , the acvOn measures will sav approximately 100,000 tons/yr of CO2
emissions, which is roughly one quarl'r of the savings needed achieve the international reduction
goal. The international goal is to red!ice CO2 emissions 20% belo 1990 levels by 2010. Implementing
the 20 action measures will requjie roughly $25 million in capita costs and about $5 millionlyr in
operation and maintenance ~hverthe next 14 years (all costs are xpressed in 1995 dollars). The
capital and O&M costs represelft a total outlay of roughly $95 million,wh h will be shared by municipal
govemment, businesses, homeowners, and other regional agencies. This ay, however, is estimated
to produce approximately $130 million in savings to the community. These vings include $16 million
in reduced energy expenslli;; $5 million in avoided CO2 damage; and $109 mil n in reduced autoltruck
driving expenses.
An additional 70 CO2 reduction measures have been identified by the Task Force
implementation as the community strives to achieve the intemational CO2 reduction g (see Appendix
F). An important component of the overall effort will be periodic evaluation of the community's progress
and fine tuning of implementation measures.
5731002
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Chula Vista CO2 Reduction Plan
ACTION MEASURES
This chapter describes the CO2 plan's proposed action measures as follows:
. Measure description and estimated CO2 savings in 2010.
. Target sector and expected sector penetration.
. Implementation costs and estimated savings.
. General economic or fiscal impacts.
. Implementation responsibilities, schedule, and funding options.
The committee did a cursory preliminary review of some funding options for implementation. The list
generated reflects consultant and staff input as well, but does not represent the total universe of funding
options. Funding options for the short-range action measures are listed below, including the letter
designation used to code the options for applicability in the following measure summaries:
A. Partnerships with benefitted public and private organizations. This includes both cash
and in-kind contributions, and is an important way of leveraging funds in projects where
there are multiple beneficiaries.
B. Air quality/traffic mitigation funds and development impacts fees. These sources could
be used to address new CO2 emissions created by community growth.
C. Municipal department energy bills. Each municipal department could contribute an
amount equivalent to 1 % of its annual energy bill to a common pool of efficiency funding
that departments could borrow from and repay with a portion of their energy savings.
D. Vehicle registration funds. These are highly competitive but nonetheless useful funds
available ona biennial basis. These funds are available principally to reduce motor
vehicle-related emissions and for related planning, monitoring, enforcement and
technical studies necessary for Califomia Clean Air Act implementation.
E. SANDAG transit/bicycle facility funds. These are increasingly scarce federal and state
capital construction monies, but again still worth pursuing where feasible.
F. CEC Petroleum Violation Escrow Accounts (PVEA). In addition to usual grant
competition, PVEA funds are diminishing every year, but their flexibility in terms of
eligible uses continues to make it an attractive source.
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G. EPA "transportation partners" program and others. Unlike some EPA programs,
transportation and energy have not been substantially reduced in FY 96.
H. Department of Energy energy efficiency and renewables. Several discretionary funding
programs are applicable to Chula Vista measures.
I. Department of Transportation Intermodal Surface Transportation Enhancement Act
(ISTEA) and others. Several discretionary programs are applicable to Chula Vista.
J. Housing and Urban Development community development block grants (CDBG). CO2
projects with a strong housing or neighborhood improvement component could qualify
for CDBG funds.
K. Energy service companies. ESCOs will provide their own capital funding for turn-key
projects, and will share the savings stream with the City.
L. Land-use efficiency revenue from utility providers. Given its land-use planning power,
the City could .sell" the energy savings inherent in its development decisions to SDG&E
based on transmission and distribution savings gained by the utility; similar concepts
are under consideration with PG&E and BC Hydro.
M. Municipal general fund. This is the least desirable option, but should be considered for
small CO2 program support needs.
CO2 reduction savings estimates that appear in the following measure summaries include: 1) direct cost
savings from reduced energy consumption, based on local energy rates; 2) the direct and indirect value
of avoided driving (eXClusive of fuel) based on a rate of $O.71/mile (Moore, 1994); and 3) avoided CO2
damage to the environment, public health, and economy based on a rate of $501ton (USDOE, 1994).
Capital and operating cost estimates for the measures have been taken from the references cited with
each measure or provided by City staff in applicable departments. The primary sources of information
for expected measure performance and savings estimates include: SANDAG's regional plan for
transportation control measures; the CEC's Transportation Energy Analysis Report for clean fuel
measures; and the CEC's Database for Energy Efficient Resources (DEER) for building and
infrastructure measures. All costs are expressed in 1995 dollars.
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Measure 1
MUNICIPAL CLEAN FUEL VEHICLES
Description
Purchase of clean fuel vehicles during normal
tum-over of municipal fleet between 1996-2010.
Includes electric, natural gas, and other
altemative fueled vehicles.
Target Sector
Municipal govemment. There are currently about
330 vehicles in the municipal fleet; this is
projected to grow to 400 by 2010.
Implementation Costs
Approximately $660,000 in total 1996-2010
incremental capital costs above conventional fuel
vehicles; although cost reductions are expected
as clean fuel vehicles become more widely used
between 2000-2010. O&M costs are assumed to
be equivalent to conventional fuel vehicles.
Additional implementation costs will include a
$400,000 CNG fueling facility at a new
corporation yard.
Fiscal Impacts
Lower municipal energy costs. Reduced damage
costs associated with projected air quality/global
warming.
Funding Options
C,F,G,H,I.M
CO2 Reduction
251 tonSlyr in 2010.
Sector Penetration
30 - 50% annually of all gasoline vehicles
purchased, increasing to 70 percent by 2000.
Savings ($/yr in 2010)
Energy
Avoided CO2 damage
$46,000
16.000
$62,000
Implementation Responsibilities
Primary:
Support:
City fleet managers
CO2 program
Implementation .Schedule
Already ongoing.
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Measure 1 Continued
Implementation Steps
1. City fleet management staff are already moving toward clean fuel vehicles, and this measure
simply proposes a formalization of the City's commitment to ultimately operating a municipal
fleet known for its emission reduction benefits.
2. Because the earty years of this measure are capital intensive, staff emphasis should be placed
on raising funds to buy-oown the incremental cost of new clean fuel vehicles. In addition, under
the Iife-cycle policy of this plan, the City Council may want to simply acknowledge that the cost
of operating a clean municipal fleet is worth 15-20% more than business-as-usual until clean
fuel vehicles begin to decrease as expected.
3. Clean fuel fleet vehicles should be monitored to evaluate their performance and energy and
CO2 savings.
4. Future plans for a new corporation yard should include altemative fueling facilities.
5. The City has agreed to participate in the Clean Cities Coalition.
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Measure 2
PRIVATE FLEET CLEAN FUEL VEHICLES
Description CO2 Reduction
Purchase of clean fuel vehicles during normal 3,500 tonslyr in 2010.
turn-over of private fleets.
Target Sector Sector Penetration
Transportation. Currently there are about 1,800 100% of gasoline fleet vehicles or 1,600 vehicles
vehicles of all fuel types in private fleets in Chula in 2010.
Vista. This is projected to grow to 4,000 vehicles
in 2010. About 45% of the private fleet is
gasoline-powered.
Implementation Costs Savings ($/yr in 2010)
Approximately $6.1 million in total 1996-201 0
incremental capital costs. O&M is assumed to be
equivalent to conventional fuel vehicles.
Energy
Avoided CO2 damage
$643,000
173.567
$817,000
Economic Impacts
Implementation Responsibilities
Reduced damage costs associated with
projected air qualitylglobal warming; and lower
energy costs and increased savings for fleet
operators.
Primary:
Support:
Private fleet managers
City CO2 program
Funding Options
Implementation Schedule
A,D,F,G
Already ongoing.
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Measure 2 Continued
Implementation Steps
1. Fleet operators should be organized into a network of allied stakeholders who are periodically
briefed and invited to advance the clean fuel agenda in cooperation with the City.
2. City staff should maintain an inventory of private fleet characteristics, and the performance of clean
fuel vehicles in those fleets for use in related CO. program marketing and evaluation.
3. City staff should cooperate with private fleet operators in developing attemative fueling infrastructure
at locations throughout Chula Vista, including removal of any unnecessary municipal regUlatory
barriers.
4, The stakeholder group should include local colleges capable of providing job training aimed at
maintenance of clean fuel vehicles and fueling infrastructure.
5. The stakeholders should work to recruit designers and parts manufacturers supplying components
to the clean fuel industry to further reinforce local applications of the technology.
6. Participation in the Clean Cities program and the San Diego Regional Altemative Fuel Vehicle
Coalition.
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Measure 3
CLEAN FUEL DEMONSTRATION PROJECT
Description
High visibility pilot demonstration of new clean
fuel technologies. The first project is hydrogen
buses for the City transit system. A total of three
hydrogen buses are proposed which will be
operated in the city system (Chula Vista Transit).
This program results in an annual net energy
savings of 3,634 million BTU.
Target Sector
Transportation
Implementation Costs
Approximately $6.5 million in capital costs
including O&M.
Economic Impacts
Reduced air quality/global warming damage
costs; support for technology commercialization.
Funding Options
A,F,G,H,I,M
CO2 Reduction
2,700 tonslyr in 2010.
Sector Penetration
The addition of two clean fuel buses to the City
transit system would be about a 6"10 penetration
of the system's current 31-bus fleet.
Savings ($/yr in 2010)
Avoided CO2 damage
$82,000
Implementation Responsibilities
Primary:
Support:
City transit system
City CO2 program
Implementation Schedule
Fund raiSing should be completed in 1996, with
the first buses operating by 1998.
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Measure 3 Continued
Implementation Steps
1. Because the Ballard hydrogen bus is already in operating prototype fonn, the implementation effort
is relatively straightforward: funding the manufacture of additional units; selecting the demonstration
routes; and operating the buses under monitored condnions. Addnional infonnatlon on this measure
is available under separate cover from the City.
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Measure 4
TELECOMMUTING AND TELECENTERS
Description
Working at home via computer link, and at
nearby centers to avoid or reduce commute trips.
Ten new neighborhood telecenters are proposed
in addition to the existing two centers.
Target Sector
Transportation
Implementation Costs
Approximately $500,000 in total 1996-201 0
capital costs; O&M is estimated at $1.2 million/yr
in 2010.
Economic Impacts
Reduced cost for work commute driving;
improved worker productivity; increased business
patronage by workers remaining in town during
the work day.
Funding Options
A,B,D,E,F,G,H,I,M
CO2 Reduction
367 tonslyr in 2010.
Sector Penetration
2% of work force by 2010 (combined
telecommuting and telecenters).
Savings ($/yr in 2010)
Energy
Avoided driving
Avoided CO, damage
Implementation Responsibilities
CO, program
Implementation Schedule
$135,000
1,306,000
37.000
$1,478,000
Already ongoing; establishment of employer
telecommuting programs during 1996-2006.
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Measure 4 Continued
Implementation Steps
1. This is another case of a measure that is already well underway, and in fact, already demonstrating
some successes. This has lead to the City's approach being used as a model elsewhere in
Calnomia for other communities starting such efforts.
2. The proposed expansion of this measure during 1996-2010 envisions ten new telecenters
strategically sited to put one in every neighborhood. Particular emphasis should be given to making
the telecenters part of multi-purpose activity centers at the neighborhood level. Implementation
should be coordinated with related land-useltransportation measures that will promote mixed-uses
in neighborhoods.
3. The current monitoring effort should continue to evaluate savings of driving, energy, and CO..
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Measure 5
MUNICIPAL BUILDING UPGRADES & EMPLOYEE TRIP REDUCTION
Description
Energy efficiency retrofits of municipal buildings,
and employee trip reduction through
telecommuting and vanpooling.
CO2 Reduction
799 tonslyr in 2010.
Target Sector
Sector Penetration
Municipal govemment.
By 2010, 100% of municipal buildings, 30
employees telecommuting, and 100 employees
vanpooling.
Implementation Costs
Approximately $505,000 in capital costs;
approximately $46oo/yr O&M for vanpooling.
Savings ($/yr in 2010)
Energy
Avoided driving
Avoided CO. damage
$157,487
188,090
39.942
$385,519
Fiscal and Economic Impacts Implementation Responsibilities
Lower municipal energy costs. Reduced damage Municipal building managers and employee trip
costs associated with projected air quality/global reduction coordinator.
warming. Also increased employee savings from
reduced driving.
Funding Options Implementation Schedule
A, C, F, H, K, M. Already ongoing.
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Measure 5 Continued
Implementation Steps
1. Continue to implement ongoing building retrofit and employee trip reduction programs.
2. Strengthen the building retrofit program with a comprehensive energy accounting system as
recommended in Chapter 4.
3. Strengthen the employee trip reduction program through partnerships with other organizations
implementing similar efforts.
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Measure 6
ENHANCED PEDESTRIAN CONNECTIONS TO TRANSIT
Description
CO2 Reduction
6,300 tonslyr in 2010.
Installation of direct, convenient walkways and
crossings between bus stops and surrounding
land-uses.
Target Sector
Transportation
Sector Penetration
N/A
Implementation Costs
Savings ($/yr in 2010)
Energy
Avoided driving
Avoided CO2 damage
$985,000
11,315,000
315.000
$12,615,000
Marginal increase in standard site development
and maintenance costs.
Economic Impacts
Implementation Responsibilities
Joint working group including municipal transit
system, MTDB, Planning department, and
Engineering department.
Increased patronage of businesses in the vicinity
of bus stops; increased personal savings from
reduced driving.
Funding Options
Implementation Schedule
1996-2010; dependent on rate of new
development and available funding for retrofits.
A,B,E,F,J,M
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Measure 6 Continued
Implementation Steps
1. Convene a working group of staff from the municipal transit, and planning, engineering MTDB to
identify priority projects for redesign toward enhanced pedestrian connectivity to transit.
2. Review past experience and existing conditions to identify general levels of transit accessibility by
pedestrians.
3. Identify revised standards and procedures for enhancing connections in new development areas.
4. Identify methods of retrofitting problem sites in older neighborhoods.
5. Prioritize new and retrofit opportunities, and initiate installation of improvements.
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Measure 7
INCREASED HOUSING DENSITY NEAR TRANSIT
Description CO2 Reduction
General increase in land-use and zoning 8,700 tonslyr in 2010.
designations to reach an average of 14-18
dwelling units per net acre or more within 1/4
mile of major transit routes and stops throughout
the City.
Target Sector Sector Penetration
Transportation N/A
Implementation Costs Savings ($/yr in 2010)
N/A
Energy
Avoided driving
Avoided CO2 damage
$1,360,000
15,636,000
440.000
$17,436,000
Economic Impacts
Implementation Responsibilities
Planning, Public Works, and Community
Development Departments.
Increased personal and business savings from
reduced driving.
Funding Options
L
Implementation Schedule
1996.2010; dependent on rate of new
development and opportunities for
redevelopment.
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Measure 7 Continued
Implementation Steps
1. The Planning Department is already implementing this measure in several areas of the City,
including Otay Ranch by utilizing the SANDAG Land-Use Distribution Element as a framework. The
policy should continue to be incorporated into appropriate general plan updates, zone changes, and
other applicable land-use standards.
2. The City should work with the APCD in developing its proposed indirect source program whose
objectives are consistent with CO. reduction.
3. The City should develop a transit-oriented development overlay zone for application to major transit
centers.
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Measure 8
SITE DESIGN WITH TRANSIT ORIENTATION
Description
Placement of buildings and circulation routes to
emphasize transit rather than auto access; also
includes bus tum-outs, other stop amenities.
CO2 Reduction
4,400 tonslyr in 2010.
Target Sector
Sector Penetration
N/A
Transportation
Implementation Costs
N/A
Savings ($lyr in 2010)
Energy
Avoided driving
Avoided CO2 damage
$681,000
7,818,000
219.000
$8,718,000
Economic Impacts
Implementation Responsibilities
Increased personal savings from reduced driving. Primary:
Support:
Planning Department
Public Works - Transit and
Engineering.
Funding Options
N1A
Implementation Schedule
1996-2010; dependent on rate of new
development and opportunities for
redevelopment.
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Measure 8 Continued
Implementation Steps
1. The Planning Department is already implementing this measure in several areas of the City,
including Otay Ranch by utilizing the SANDAG Land-Use Distribution Element as a framework. The
policy should continue to be incorporated into appropriate general plan updates, zone changes, and
other applicable land-use standards.
2. The City should work with the APCD in developing ns proposed indirect source rule whose
objectives are consistent with CO2 reduction.
3. The City should develop a transn-oriented development overlay zone for application to major transit
centers.
4. The City should develop a transit-oriented development overlay zone for application to major tranm
centers.
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Measure 9
INCREASED LAND-USE MIX
Description CO2 Reduction
Greater dispersion of a wide variety of land-uses 8,700 tonslyr in 2010.
generally; siting of neighborhood commercial
uses in residential areas; inclusion of housing in
commercial and light industrial areas.
Target Sector Sector Penetration
Transportation N/A
Implementation Costs
N/A
Savings ($/yr in 2010)
Energy
Avoided driving
Avoided CO2 damage
$1,361,000
15,636,000
437.000
$17,434,000
Economic Impacts
Support for small neighborhood businesses;
increased personal savings from reduced driving.
Implementation Responsibilities
Primary: Planning Department
Support: Public Works and Community
Development
Funding Options
N/A
Implementation Schedule
1996-2010; dependent on rate of new
development and opportunities for
redevelopment.
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Measure 9 Continued
Implementation Steps
1. The Planning Department is already implementing this measure in several areas of the City,
including Otay Ranch by utilizing the SANDAG Land-Use Distribution Element as a framework. The
policy should continue to be incorporated into appropriate general plan updates, zone changes, and
other applicable land-use standards.
2. The City should work with the APCD in developing its proposed indirect source rule whose
objectives are consistent with CO2 reduction.
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7. CO2 Reduction Plan Implementation and Action Measures
Measure 10
REDUCED COMMERCIAL PARKING REQUIREMENTS
Description CO2 Reduction
Lower parking space requirements; allowance for 6,300 tonslyr in 2010.
shared lots and shared parking; allowance for on-
street spaces.
Target Sector Sector Penetration
Transportation N/A
Implementation Costs
N1A
Savings ($/yr in 2010)
Energy
Avoided driving
Avoided CO2 damage
$985.000
11.315,000
316.000
$12.616,000
Economic Impacts
Increased personal savings from reduced driving
through, encouraging the use of transit.
Implementation Responsibilities
Planning and Community Development
Departments.
Funding Options
N/A
Implementation Schedule
1996-2010; dependent on rate of new
development and opportunities for
redevelopment.
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Measure 10 Continued
Implementation Steps
1. The Planning Department is already implementing this measure in several areas of the City,
including Otay Ranch by utilizing the SANDAG Land-Use Distribution Element as a framework. The
policy should continue to be incorporated into appropriate general plan updates, and eventually the
citywide parking standards. An example of transit-oriented parking ratios that should be considered
is as follows:
Off.Street Parking Spaces Required
% of City Standard
Land Use
City Within One Within 14 mi.
Standard Block of Transit Of Transit
1.8(0) 78 89
3.0(0) 87 93
4.0(0) 88 94
Residential
Office
Retail
(a) Spacas per dwelling unn
(b) Speces per 1.000 sq.ft. of building araa.
2. The City should work with the APCD in developing its proposed indirect source control rule whose
objectives are consistent with CO. reduction.
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7. CO2 Reduction Plan Implementation and Action Measures
Measure 11
SITE DESIGN WITH PEDESTRIANlBICYCLEORIENTATION
Description CO2 Reduction
Placement of buildings and circulation routes to 4,300 tonslyr in 2010.
emphasize pedestrian and bicycle access without
excluding autos; includes pedestrian benches,
bike paths, bike racks.
Target Sector Sector Penetration
Transportation N/A
Implementation Costs Savings ($lyr in 2010)
N/A
Energy
Avoided driving
Avoided CO. damage
$681,000
7,818,000
219.000
$8,718,000
Economic Impacts Implementation Responsibilities
Increased personal savings from reduced driving. Planning and Public Works Departments
Funding Options Implementation Schedule
N/A 1996-2010; dependent on rate of new
development and opportunities for
redevelopment.
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Measure 11 Continued
Implementation Steps
1. The Planning Department is already implementing this measure in several areas of the City,
including Olay Ranch by utilizing the SANDAG Land-Use Distribution Element as a framework. The
policy should continue to be incorporated into appropriate design reviews conditional use permits.
and other applicable land-use standards.
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Measure 12 .
BICYCLE INTEGRATION WITH TRANSIT AND EMPLOYMENT
Description CO2 Reduction
Bike storage at major transit stops, employment 2,400 tonslyr in 2010.
areas. Encourage employers to provide showers
at major transit nodes. Bike racks on buses.
Target Sector Sector Penetration
Transportation N/A
Implementation Costs Savings ($/yr in 2010)
Approximately $125,000 ($25,ooo/yr over 5
years) in capital costs; $5,OOO/yr O&M costs.
Energy
Avoided driving
Avoided CO2 damage
$376,000
4,321,000
121.000
$4,818,000
Economic Impacts Implementation Responsibilities
Increased personal savings from reduced driving. Joint working group that includes the Planning
and Public Works Departments.
Funding Options Implementation Schedule
A,B,D,E,F 1996-2001.
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Measure 12 Continued
Implementation Steps
1. Convene a working group of City staff to identify key sites for bicycle integration improvements, such
as showers and locked storage.
2. Survey other transit system experiences with bicycle racks and select appropriate racks for the City
transit system.
3. Assemble funding.
4. Prioritize and initiate site-specific improvements and bus rack installations. Bike storage facilities
should be prioritized for installation at major trip destinations, such as Southwestem College.
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Measure 13
BICYCLE LANES, PATHS, AND ROUTES
Description
Continued implementation of the City's bicycle
master plan, including installation of seven miles
of lanes/routes annually (amount needed to
complete the bike plan by 2010). Emphasis is to
be given to separate bike paths as opposed to
striping bike lanes on streets.
Target Sector
Transportation. Sixty-one miles out of a total 154
mile bicycle system currently exist.
Implementation Costs
Approximately $5.4 million in total 1996-201 0
construction costs. Implementation costs are
expected to be shared with the City of San Diego
and San Diego County.
Economic Impacts
CO2 Reduction
1,447 tonslyr in 2010.
Sector Penetration
An additional 93 miles of lanes/routes would be
added to complete 100% of the bicycle master
plan.
Savings ($lyr in 2010)
Energy
Avoided driving
Avoided CO, damage
$255,728
2,592,425
72.361
$2,920,514
Implementation Responsibilities
Increased personal savings from reduced driving. Primary: Public Works Department
Support: Parks & Recreation and Planning
Departments
Funding Options
A,B,E,F,J,M
Implementation Schedule
1996-2010.
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Measure 13 Continued
Implementation Steps
1. This measure is a continuation of an ongoing effort by the City to complete the full system of lanes
and routes in its bicycle master plan. Emphasis should be given to bike path integration in the
Greenbelt and Otay Ranch master plans.
2. Routes to be improved should be selected in coordination with other land-useltransportation
measures in order to strengthen the overall impact on auto driving and CO2 emissions. For
example. routes that lead to the bicycle integration projects under Measure 12 should be prioritized
for action.
3. Encourage planning for separate bike paths as opposed to bike lane striping of streets in new
development.
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7. CO2 Reduction Plan Implementation and Action Measures
Measure 14
ENERGY EFFICIENT LANDSCAPING
Description
Installation of shade trees for new single-family
home as part of an overall city-wide tree-planting
effort to reduce ambient temperatures, smog
formation, energy use, and CO2,
Target Sector
Residential (new construction)
Implementation Costs
Approximately $867,000 in total installation and
first-year maintenance costs.
Economic Impacts
Increased personal savings from reduced energy
expenses.
Funding Options
A,B,F,H,J,M
CO2 Reduction
1,300 tonslyear in 2010.
Sector Penetration
75% of all new homes built during 1996-2010, or
about 11,500 dwellings.
Savings ($/yr 201 0)
Energy
Avoided CO2 damage
$219,000
64.000
$283,009
Implementation Responsibilities
Primary: Building and Parks Departments
Support: Planning Department
Implementation Schedule
1996-2010; dependent on rate of new
development and opportunities for
redevelopment.
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Measure 14 Continued
Implementation Steps
1. Over and above the City's existing landscape requirements, this measure would offer shade trees
for new single-family dwellings. The trees would be provided through an urban forestation fund,
with installation and maintenance being the responsibility of the builder/owner.
2. The urban forestation fund would be capitalized from the sources listed on the previous page.
3. The program would be administered by the Building and Parks Departments, with assistance from
the Planning and Public Work Departments.
4. The tree-planting effort should also extend to municipal and other public open spaces (street
medians, etc.) in order to reduce smog creation, energy expenses, and CO2 citywide.
5. The residential program should include an annual award component that recognizes exemplary
efforts toward CO2-efficient landscaping.
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7. CO2 Reduction Plan Implementation and Action Measures
Measure 15
SOLAR POOL HEATING
Description CO2 Reduction
Mandatory building code requirement for solar 2,500 tonslyr in 2010.
heating of new pools or optional motorized
insulated pool cover.
Target Sector Sector Penetration
Residential. Approximately 50 new pools are 100% of new pool construction.
built per year. This should rise to 65 per year by
2010.
Implementation Costs Savings ($/yr in 2010)
Approximately $1.2 million in total 1996-201 0
incremental construction costs. O&M is assumed
to be cost-neutral. About $10,000 in staff labor
would be required to amend the code for this
measure.
Energy
Avoided CO2 damage
$380,000
123.000
$503,000
Economic Impacts
Implementation Responsibilities
Building Department
Increased personal savings from lower energy
bills.
Funding Options
Implementation Schedule
Code amendment in 1996; becomes effective
1997-2010.
A,B,F,G,H
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Measure 15 Continued
Implementation Steps
1 . Convene a working group of City staff and interested local building professionals to draft the desired
code amendment.
2. Process the code amendment through City Council adoption.
3. Conduct a public information effort to inform citizens and builders of the new solar heating
requirement. and offer technical assistance in cooperation with stakeholder organizations.
4. Monitor installed systems to evaluate energy and CO2 impacts.
5731002
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:J. - 10 ,
8/21/96
7. CO2 Reduction Plan Implementation and Action Measures
Measure 16
TRAFFIC SIGNAL & SYSTEM UPGRADES
Description CO2 Reduction
Retrofitting of signals with high-efficiency lED 1,640 tonslyr in 2010.
lamps. These lamps are not yet approved by
Caltrans, but current testing elsewhere in
California may allow their use in the near future.
Also, implementation of a signal automation and
timing program modeled after Toronto's SCOOT
program.
Target Sector Sector Penetration
Municipal government. There are currently 7,200 100% of signal lamps.
traffic signal lamps in the City.
Implementation Costs Savings ($lyr in 2010)
Approximately $2 million in total 1996-201 0
incremental costs for lamp purchases and signal
automationltiming improvements.
Energy
Avoided CO. damage
$21,000
6.000
$27,000
Fiscal and Economic Impacts
Implementation Responsibilities
Public Works Department
lower municipal and private driver energy
expenses; and reduced global wanning damage
costs.
Funding Options
Implementation Schedule
Already ongoing; 100% will be retrofitted in 2002
if the lED light is approved by Caltrans in 1996.
B,F,H,I,M
5731002
120
.;'l-IID
8/21/96
7. CO2 Reduction Plan Implementation and Action Measures
Measure 16 Continued
Implementation Steps
1. Part of this program is an ongoing effort where the City is already replacing older lamps with newer,
more efficient lamp units.
2. The Light Emitting Dioxide (LED) lamp pilot program is proposed to implement the next generation
of energy-efficient lamps. This consists of tracking tests conducted by the City of San Louis Obispo
and other cities using LED's and identifying three intersections to fully utilize LED's in Chula Vista,
tracking energy and labor savings. If pilot is deemed successful, implement complete changeout
to LED's by 201 0 or provide similar schedule to Council. Staff is aware of and following the Caltrans
test to determine if and when Chula Vista can start using LED lamps.
3. City staff will also be shortly implementing a signal automation/timing program modeled after
Toronto's SCOOT program.
5731002
121
.2-111
8/21/96
7. CO2 Reduotion Plan Implementation and Aotion Measures
Measure 17
STUDENT TRANSIT SUBSIDY
Description
Encourage transit subsidies to mitigate new
development related to area impact.
CO2 Reduction
3,900 tonsiyr in 2010.
Target Sector
Sector Penetration
Transportation. There are an estimated 30,000
post-secondary students currently attending
schools in Chula Vista.
The subsidy would be made available to 100% of
students; 22% are assumed to use it (6,600
students).
Implementation Costs
Approximately $800,OOO/yr.
Savings ($/yr in 2010)
Energy
Avoided driving
Avoided CO2 damage
$605,000
6,948,000
194.000
$7,747,000
Economic Impacts
Implementation Responsibilities
Primary: Post-secondary schools
Support: CO2 program and City transit
Increased personal income and resulting savings
from reduced driving.
Funding Options
Implementation Schedule
1996-2010.
A,B,D,F,G,I,M
5731002
122
2.. //3-
8/21/96
7. CO2 Reduction Plan Implementation and Action Measures
Measure 17 Continued
Implementation Steps
1. Convene a working group of Chula Vista post-secondary schools and City staff to build a
partnership and detail the structure of the desired transn subsidy. This effort would be coordinated
with related activities at MTDB, APeD, UCSD, and other organizations.
2. Further subsidy should be funded by schools. Public information on subsidies will be associated
with transit maps and schedules, and will describe subsidies available to students. Public
information materials will be distributed to the public at large.
3. Assemble funding for subsidies based on contributions from the sources listed on the previous
page.
4. Implement and monitor participation and savings.
5731002
123
~-II:J
8/21/96
7. CO2 Reduction Plan Implementation and Action Measures
Measure 18
ENERGY EFFICIENT BUILDING RECOGNITION PROGRAM
Description
This measure includes encouragement for
builders to voluntarily incorporate efficiency
features in their projects, and rewards them with
"energy star" or comparable recognition and
lower pennit fees. The objective is recognizing
exemplary buildings and promoting their
marketability. The program would apply to
residential and nonresidential new construction
and remodels.
Target Sectors
Residential and commercial.
Implementation Costs
Approximately $20,000 start-up; $30,ooO/yr
operation.
Economic Impacts
Increased business savings that will be passed
along to the buyerlhomeowner; increased
personal savings from lower energy bills;
stimulus for efficiency measure vendors and
installers; and local job creation.
Funding Options
A,B,F,G,H,J,M
CO2 Reduction
15,600 tonslyr in 2010.
Sector Penetration
50% of new construction and remodeling projects
are assumed to participate in the program once
fully implemented. This equates to
approximately 9,000 homes and 4.5 million sq. ft.
of commercial building space by 2010.
Savings ($/yr in 2010)
Energy
Avoided CO2 damage
$2,664,000
780.000
$3,444,000
Implementation Responsibilities
Primary: Building Department
Support: CO2 program .
Implementation Schedule
1996-2010.
573\002
8/21/96
124
;1-111/-
7. CO2 Reduction Plan Implementation and Action Measures
Measure 18 Continued
Implementation Steps
1. Convene a working group of City staff to review established programs in other jurisdictions. There
are also guidebooks available explaining how to establish new programs. It is also strongly
recommended that City staff talk with other jurisdiction staff that have had experience administering
such programs; some communnies have found n cumbersome to administer complex "energy star"
programs, and can provide helpful advice on avoiding administrative headaches.
2. Formulate a recognnion program that fns Chula Vista's capabilities and circumstances. Initially it is
recommended that a simplified checklist approached be taken, using the type of efficiency criteria
listed in Table 4.4, Chapter 4. The intent would be a plan review that scores the qualitative
presence of a feature rather than ns precise quantitative characteristics. Once the program has
some operating experience, the stakeholders can, if desired, increase the quantitative precision of
scoring efficiency and awarding recognnion.
3. Assemble and develop information and promotional materials for distribution to citizens and
builders. Conduct a media and speaking campaign to announce the program; and importantly, to
encourage discussion of the issues among the buying public and designerslbuilders.
4. Designate appropriate Building Department plan review staff to review efficiency information with
permitees.
5. Designate appropriate staff to review plans and assign a "recognition score" as appropriate.
6. Provide builders/owners with recognition certification; conduct annual beautification awards; and
incorporate success stories into the City's overall efficiency marketing effort.
7. Monnor participating building performance to evaluate energy and CO2 savings.
5731002
125
.2-IJ.5'
8/21/96
7. CO2 Reduction Plan Implementation and Action Measures
Measure 19
MUNICIPAL LIFE-CYCLE PURCHASING STANDARDS
Description CO2 Reduction
Inclusion of life-cycle energy costs as a selection 10,000 tonslyr in 2010.
criterion in a comprehensive purchasing policy
for energy-consuming equipment. Such
equipment includes vehicles, copy machines,
computers, and motor-driven devices. Where
applicable, equipment should be Energy Star
compliant, and Energy Star guidelines should be
incorporated in bid solicitation documents. The
scope of this measure should also extend to new
construction and remodeling of municipal
buildings.
Target Sector Sector Penetration
Municipal govemment 100% of applicable equipment purchases.
Implementation Costs Savings ($lyr in 2010)
Approximately $100,ooo/yr in incremental costs
for premium efficiency models (20"10 higher than
baseline models). Conducting life-cycle
evaluations is estimated at $5,ooOlyr.
Energy
Avoided CO2 damage
$1,730,000
508.000
$2,238,000
Fiscal and Economic Impacts
Implementation Responsibilities
Primary: All City departments
Secondary: CO2 program
Reduced municipal expenses; reduced air
quality/global warming damage costs.
Funding Options
Implementation Schedule
1996-2010.
C,F,G,H,M
5731002
126
-:1-111.
8/21/96
7. CO2 Reduction Plan Implementation and Action Measures
Measure 19 Continued
Implementation Steps
1. Review Iife-cycle purchasing standards from other jurisdictions. There are also several guidebooks
available that explain how to establish life-cycle purchasing. Santa Barbara County is currently
completing a national demonstration project that could provide a useful model for Chula Vista.
2. Process City Council adoption of a policy involving all departments to Iife-cycle evaluations.
3. Acquire or prepare spreadsheet software for conducting life-cycle energy evaluations.
4. Initiate use of evaluations during normal procurement.
5. Monitor equipment purchases and performance to evaluate energy and CO. savings.
6. Share results of municipal purchase evaluations with other public agencies and local businesses.
573\002
127
~-111
8/21/96
7. CO2 Reduction Plan Implementation and Action Measures
Measure 20
INCREASED EMPLOYMENT DENSITY NEAR TRANSIT
Description
CO2 Reduction
13,355 tonslyr in 2010.
General increase in land-use and zoning
designations to focus employment-generating
land-uses within quarter mile of major transit
stops throughout the City.
Target Sector
Sector Penetration
N/A
Transportation.
Implementation Costs
N/A
Savings ($/yr in 2010)
Energy
Avoided driving
Avoided CO2 damage
$2,079,343
23,880,688
667.736
$26,627,767
Economic Impacts
Implementation Responsibilities
Increased personal and business savings from
reduced driving.
Planning, Public Works, and Community
Development Departments.
Funding Options
L
Implementation Schedule
1996 - 2010; dependent upon rate of new
development and opportunities for
redevelopment.
5731002
128
~ -118
8/2t/96
7. CO2 Reduction Plan Implementation and Action Measures
Measure 20 Continued
Implementation Steps
1. The Planning Department is already implementing this measure in several areas of the City,
including Olay Ranch by utilizing the SANDAG land-use distribution element as a framework. The
policies should continue to be incorporated into appropriate general plan updates, zone changes,
and other applicable land-use standards.
2. The City should work with the APCD in developing its proposed indirect source control program
whose objectives are consistent with CO2 reduction.
3. The City should develop a trans~-oriented development overiay zone for application to major transit
centers.
573\002
129
.;1-1/9
8/21/96
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02/05/97 10:49 FA~ 512 499 1887
\
,
GUS GARCIA
Y1d- ~~
1aJ002
"
City of Austin
i, /'
"
",.'
~ ~.
:rOUNDED BY OONOREllS, REPUBLIC 01' TEXA.S, 1839
P.O.BOX108S
AUSTIN, TlDX..LS '79'7 '7
AlO 51g 4.99-2264
Gus GAROlA
MAYORPROTmM
February 4, 1997
Honorable Shirley Horton, Mayor
and City Council Members
City of Chula Vista
City Hall
276 Fourth Avenue
Chula Vista, CA 91910
Dear Mayor Horton and City Council Members:
The City of Austin began participation in the Cities for Climate Protection Campaign
when our City Council passed a resolution in April of 1995. While climate protection itself is
not the highest priority of the City of Austin, or its residents. the City Couilcil and staff
enthusiastically supported Austin's participation in the Campaign. This support was due to thc
synergy between those actions that reduce greenhouse gas (ghg) emissions and other city
priorities, such as improving local air quality, reducing traffic congestion, improving community
livability and saving money on city energy bills.
Developing Austin's climate protection/carbon dioxide reduction plan has enabled our
municipal government to combine these policies with a number of related activities, such as air
quality management, traffic demand management and energy conservation. One element of the
City of Austin's plan is our Green Builder Program. This program has provided a highly
successful incentive mechanism to get private builders to voluntarily' increase the energy
efficiency of residential buildings. The' Green Builder Program has succesSfully created a buyer
market which has increased demand for energy efficient buildings, saving energy and money,
and reducing ghg emissions.
As an elected official, I participated in a community forum on climate Change. The
public reception of Austin's climate protection plan is very supportive. Based on my experience,
I~&"Y'U_'~:i::P/ ~
Gustavo L. Garcia
Mayor Pro Tern
., f'"
.,(..'1'
AN
INVESTMENT IN
THE FUTURE
CHULA VISTA CHAMBER OF COMMERCE
January 30, 1997
BOARD OF DIRECTORS
President Honorable Mayor Shirley Horton
Dave Ward and City Council Members
City of Chula Vista
276 Fourth Avenue
Chula Vista, CA 91910
President Elect
Brad Wilson
Vice Presidents:
JoAnne Clayton
Jose Doria
Dan Higgins
Bob Thomas
Members:
Renee Bardwell
Tom Davies
Patti Davis
Susan Herney
Kevin Kreutzer
Tom McAndrews
Berta Mensik
Len Moore
Scott Mosher
Fran Muncie
Gary Nordstrom
Robert Penner, MD
Ben Richardson
Frank Scott
Past President
Chris lewis
Executive Director
Rod Davis
Dear Mayor Horton and Members of the City Counci1:-
Thank you for providing an opportunity to present the Proposed CHULA
VISTA C02 REDUCTION PLAN to you in workshop session February 13.
Since 1994, more than twenty-four interested citizens and representatives of
. public agencies participated with staff and consultants in the development of
the proposed Plan as members of the C02 Reduction Task Force. The Plan
that evolved through a three-phase process represents compromise and
consensus of a broad cross section of stakeholders. The Task Force was
diligent and the discourse spirited.
Throughout the Plan development process, the Task Force identified potential
C02 reduction measures ...
* Over which the City ofChula Vista has control;
* That would not jeopardize the competitive position of the City with regard
to economic development opportunities;
* That would be consistent with and reinforce existing policies and practices
in land use, building codes, and transportation;
* That would build upon model programs already in place;
* That would provide incentives to participate rather than mandates.
Sincerely,
~rneY, Chair
C02 Reduction Task Force
ACCREDITED
eMUIllP Of' COllIIWlCI
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MINUTES OF A SCHEDULED REGULAR MEETING
Resource Conservation Commission
Chula Vista, California
6:30 P.M.
Monday, January 20, 1997
Conference Room # 1
Public Services Buiidin~
CALL MEETING TO ORDERJROLL CALL: Meeting was called to order at 6;30 P.M. by Chair
BurrllSC8nO. City Staff Environmental Review Coordinator Doug Reid called roll. Present;
Commissioners Burrascano, Marquez, McAlister, Thomas, and Yamada. It was MSUC
(Ma:rquezlThomas) to excuse Commissioner Hall who was ill; vote 5-0, motion carried.
Commissioner Fisher arrived at 6;38 P.M,
Also present: Michael Meacham, Conservation Coordinator; Barbara Bamberger, Environmental
Re!!Ource Manager; and Susan Herny, Chairper!!On of the Transportation Committee.
APPROVAL OF MINUTES: It was MSUC (ThomaslBurrascano) to approve the minutes ofthe
meeting of November 11, 1996, with one correction on page 2, paragraph 1, 5th sentence; This
would not be applicable to spas and existing pools; vote 6-0, motion carried.
ORAL COMMUNICATIONS: None
NEW BUSINESS;
1. Review of Council Referral on comments from the RCC: Michael Meacham gave a brief
overview of the solid waste management issues. He stated that the goal of the program is
for 50"10 diversion. Mr. Meacham stated that the City does not have the right to require
school districts to meet the same local conditions. Ms. Marquez asked if cardboard bins
could be included at the major shopping malls and at Price Costco. Mr, Meacham stated
this source recycling is already being implemented. Ms. Thomas and Mr. Fisher suggested
major new businesses provide a plan for solid waste disposal and recycling, Mr. Meacham
stated the City already requires this. Ms. Thomas expressed concern that Rohr should be
made responsible for the cleanup of its own waste; Ms. Bamberger stated this is County
jurisdiction. It was announced that mixed paper, empty aerosols, paint canS, and empty oil
filters have been added to the curbside recycling with its regular pickup beginning in
Febroary. Also, another inixed paper drop-off bin was added at Vons.
2. Discussion and recommendation regarding C.O Report, BarbaraBamberger and Susan
Hemy, Transportation Committee: Chair Burrascano asked why the report did not try to
incorporate easy changes. Ms. Hemy presented !!Ome criteria in measuring for CO2 and
alternative fuel. One criterion was that it address issues in which the City has control over;
the international traffic problem was not subject to the same criteria and therefore was not
included in the analysis. Ms. Marquez expressed that she wanted to see a more aggressive
form of solving the problems than was stated in the report, For example, she felt that
reducing the number of parking spaces available to 'businesses was a more passive rather
than a real solution. She did not feel many issues were adequately addressed, and that they
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were based on initiatives and rewards rather than mandates. Currently, the plan calls for
more transit near commercial areas.
Commissioner Thomas favored option #16 to emphasize traffic signal upgrades to reduce
carbon dioxide, and #10 to de-emphasize commercial parking. Commissioner Fisher noted
there were adequate parking lots behind buildings on Third Avenue. Ms. Bamberger
stated that the traffic signal upgrade is already planned to be automated. The red lights
will be replaced with new high efficient LED which requires no energy.
Ms. Bamberger explained the Greenstar program, now part of the permit process, was
created for builders to meet a higher level of standard beyond Title 24 requirement
measure~. It defined a list of items for energy efficiency that, when implemented into new
homes, would allow the builders to receive benefits and reduction in cost of building
permits. They would also receive "points" toward a "green star."
Commissioner Thomas suggested the report should focus more on harmful methane gasses.
Ms. Bamberger stated most of that was found in the landfill and is currently being covered.
There are no noticeable amounts located within Chula Vista proper, but it is in San Diego.
Commissioners Milrquez and Thomas questioned the emissions coming from production of
energy from the SDG&E plant and the amount coming from boats. It was explained that
these emissions were insigniilcant; however, the study focused mostly on autos.
Commissioner Thomas asked how much was being emitted from Brown Field. Again,
although helicopters and trucks are causing the emission problems, the City has no
jurisdiction or control in that area and it made no negotiations with other jurisdictions.
The motion was made (ThomaslMcAlister) to support the CO2 proposal with the
following revisions: greater emphasis and priority on #16, the traffic signal
realignment; substitute the item # 1 0 action measure with an increased awareness in
the educational and community institutions; give full support to the Greenstar
Program; priority be given in reduction of carbon dioxide emissions; and compliance
with the COz plan be incorporated into the environmental analysis; Vote: 4 ayes, 1
no (Milfquez), 1 abstain (Fisher); motion carried. Fisher abstained as he was absent
from any prior discussion. Milrquez felt t/ult the plan should take a more aggressive
form of solving emission problems and was dissatisfied with the solutions presented.
A second motion was made (McAlisterlYamada) that the CO2 plan further address
the issue of international contributions and that the City support legislation to reduce
these impacts; and the plan address increased efficiency and availability of public
transportation to the community; Vote: 5 ayes, 1 no (Marquez - same reason as
stated above).
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3. Review of Negative Declaration IS-97 -06, Kentucky Fried Chicken: After a very brief
discussion, a motion was made (FisherlY amada) to accept the negative declaration; vote 5
ayes, 1 no (Thomas felt a problem already exists with the parking as is and wanted to limit
use ofthe existing building).
4. Review of Negative Declaration IS-97-1O, Humphrey's Mortuary: After review of the
project, it was MSUC (Fjsher/McAlister) to accept the negative declaration; vote 6-0,
motion carried.
STAFF REPORT: The MSCP will be reviewed at the February 10 meeting. The RCC was not
able to comment on the wildlife refuge project as the document was not delivered on time.
CHAIRMAN'S COMMENTS: None.
COMMISSIONER'S COMMENTS: Marquez reported volunteers are meeting for the Giant
Reed eradication project on the Sweetwater River. They meet the second Sunday of the month at
the driving range. She suggested someone in with the environmental club can speak to the RCC.
Marquez and Fisher noted they did not receive the wildlife refuge document and requested to see
the City's tetter to Council. Thomas commented that not enough data were included in that
report,
ADJOURNMENT: The meeting was adjourned by Chair Burrascano at 8:40 P.M.
. Respectfully submitted,
ExPREss SECRETARIAL SERVICES
~~
Barbara Taylor ,
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MINUTES
ECONOMIC DEVELOPMENT COMMISSION
CITY OF CHULA VISTA, CALIFORNIA
DRAFT
Wednesday, January 8, 1997
.,
12:09 NOON
1. i CALL TO ORDER/ROLL CALL
Conference Rooms 2 and 3
Public Services Building
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The pleeting was called to order at 12:17 p.m.
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PRESENT:
!
Commissioners:
Vice Chair Thomas Rodrigo; Members Ty Compton, Len Moore, Chuck
Peter, William Tuchscher
Ex -Officiis:
Art Sellgren, Mary Wylie
ABSENT:
Commissioners:
Chair Martin Calvo (excused}, Edward Martija (unexcused), Don Read
(unexcused)
Ex-Officiis:
Marcia Boruta (excused), John Munch (excused)
1. APPROVAL OF MINUTES - November 6, 1996
2. OLD BUSINESS
Proposed ChuIa Vista CO, Reduction Plan (Barbara Bamberger, Environmental Resource
Manager) - continued from the meeting of 12/4/96.
Study identifies generators of CO, and suggests means of reducing this "green house gas."
Discussion regarding the scope and status of the plan and potential impacts upon Chula Vista
business
Motion amended as follows:
AMENDED MOTION DIES FORLACKOF ASECOND:
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January 8, 1997
ECONOMIC DEVELOPMENT COMMISSION MINUTES - PAGE 2
3. NEW BUSINESS
Family Fun Center (Lyle Haynes, Assistant to the Director)
Discussion regarding development options for Lower Sweetwater River Valley, including the
Family Fun Center.
IDEC Phannaceuticals (Cheryl Dye, Economic Development Manager)
Tabled to February 5, 1997 meeting.
Workforce and Employers' Service Center (WESC) (Cheryl Dye, Economic Development
Manager and Mary Wylie, Southwestern College)
Tabled to February 5, 1997 meeting.
4. ORAL COMMUNICATIONS
5. COMMISSIONERS' COMMENTS
6. ANNOUNCEMENTS
Town Hall Meetings for the Week of January 13; 1997 Regarding the "Seamless Approach
to Economic Development" Study by San Diego Regional Technology Alliance (RTA)
(Cheryl Dye, Economic Development Manager)
1997 San Diego Economic Roundtable - This free community meeting will be held January
10 at the County Administration building. (Daniel Rofoli, Community Development
Specialist)
7. INFORMATION ITEMS
Notice regarding South County Economic Development Council board members and
officers
Letters regarding EDC membership
EDC Letter to Council regarding Industrially Zoned Land
EDC Letter to Council regarding Formation of Master Fee Schedule Ad Hoc Committee
EDC Letter to RTA Board expressing concerns regarding Regional Economic Study
ADJOURNMENT to the regularly scheduled meeting of Wednesday, February 5, 1997, at 12:00 noon in the
Public Services Building, Conference Rooms 2 & 3.
'~'UI ~40---T_C cl-I
Mary. Donnelly, Recording Secre\ary
(MOl c:\wp51\documenlledc\96-97\01-08-97.min
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OlY OF
CHULA VISTA
ECONOMIC DEVELOPMENT COMMISSION
January 29, 1997
DRAFT
The Honorable Mayor and City Council
276 Fourth Avenue
Chula Vista, CA 91910
Dear Honorable Mayor and City Council:
. I
On December 4, 1996 and January 8, 1997, the EDC was presented the CO, Reduction Plan by the City's
Environmental Resource Manager jand Susan Hemey of the CO, Task Force. The EDC would like to inform
Council that we have reviewed this proposed plan, and while we support the goal to reduce CO, emissions, we
do have some general concerns regarding the potential impacts upon business. We want to ensure that
I .
implementation of the Plan's measures does not reduce the City's competitive position in terms of recruiting,
retaining, and growing local busine~s. With this in mind, we would like to make the following recommendations:
1) Establish a Stakeholders Icommittee to oversee implementation of each measure, including the
preparation and review of a quantitative analysis of the economic impact upon applicable
industries/businesses and la report to Council regarding these findings prior to the adoption of any
ordinances or other mandatory actions
2) Avoid creating an additional bureaucracy to implement these measures, i.e. do not hire additional staff
unless such staff is grant funded
3) Avoid setting mandates whenever possible; set goals and objectives, and offer incentives to encourage
compliance
4) Measures requiring educational efforts to increase business and/or community awareness should also
be analyzed in terms of cost to the City or to the business community
The EDC recommends that the final CO2 Reduction Plan be amended to state these policies at the forefront of
all recommended implementation measures to ensure that the reader understands the context in which the
proposed measures will be pursued.
We appreciate the opportunity to review the plan and the work that went into the document by both staff and the
many volunteers. We hope that Council will take the EDC's recommendations into consideration in adopting
future actions. .
Sincerely,
Thomas Rodrigo
Vice Chairman, Chula Vista EDC Chairman
cc: EDC Commissioners
John Goss, City Manager
Sid Morris, Assistant City Manager
Chris Salomone, Community Development Director
Cheryl Dye, Economic Development Manager
Barbara Bamberger, Environmental Resources Manager
((CDfmd) C:\WP51\DOGUMENT\EDC\COZ.EDC (January 29, 1997)]
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276 FOURTY AVENUEfCHULA VIST A, CALIFORNIA 91910f(619\ 891-511117
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'RESOLUTION NO. 17397
'''-
RESOLUTION OF THE' CITY .COUNCIL OF THE CITY OF CHULA
VISTA CONCEPTUALLY SUPPORTING PARTICIPATION IN THE
INTERNATIONAL COUNCIL OF LOCAL ENVIRONMENTAL
INITIATIVES OCLEI) URBAN CARBON DIOXIDE REDUCTION
PROJECT AND RELATED GREENFLEETS PROJECT
WHEREAS, in October 1993. President Clinton announced The Climate Change Action
Plan which seeks voluntary groenhouse reductions of 100 million metric tons of carbon
. equivalent (MMTCE) to enable the United States to stabilize its greenhouse gas emissions at
1990 levels by the year 2000; and,
WHEREAS, if 10 large specified municipalities were to see a 20 percent reduction in
its greenhouse gas emissions, almost one third of the voluntary commitment called for by The
Climate Change Action Plan would be aChieved; and,
WHEREAS, certain control municipalities throughout the U. S. enjoy significant powers'
over transportation, land use, building permits, and, in the case of municipal utilities.
electricity generation--control that can be used to significantly influence local energy
consumption and greenhouse gas emissions; and,
WHEREAS. the U. S. Environmental Protection Agency (EPA) has funded the Urban CO,
Reduction Project of the International Council for Local Environmental Initiatives (lCLEI) which
is facilitating the development of Local Action Plans to reduce greenhouse gas emissions in
Chula Vista. California; Dade County, Florida; Denver. Colorado; Minneapolis. Minnesota;
Portland, Oregon; and San Jose; California; and, .
WHEREAS, many other municipalities are desirous of developing strategies to reduce
greenhouse emissions through the Greenfleets Projects; and.
WHEREAS, the U.S. EPA has funded the Greenfleets demonstration project--
administered jointly by Public Technology. Inc. (PTI) and ICLElnto develop comprehensive
policies to reduce urban transportation energy; and,
WHEREAS, Chula Vista has been invited to participate in Greenfleets; and.
NOW. THEREFORE, BE IT FURTHER RESOLVED the City Council of the City of Chula
Vista does hereby conceptually support participation in the International Council of Local
. Environmental Initiatives Urban Carbon Dioxide Reduction Project and relaten Greenflpp!s
Project to develop municipal pOlicies which address climatechange. and which may include
measures that will reduce greenhouse gas emissions within the City of Chula Vista.
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Resolu,tion No. 17397
'Page 2
BE IT FURTHER RESOLVED that the Cit',' of Chub Vi~~a sU:J:Jorts President Clinton's
Cities for Climate Protection Campaign.
Presented by
..~~~
Barbara Bamberger
Environmental Resource Manager
Bruce M. Boogaard
City Attorney
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Resolution No. 17397
Page 3
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PASSED, APPROVED and ADOPTED by the City Council of the City of Chula Vista,
California, this 22nd day of February, 1994, by the following vote:
YES:
Councilmembers:
Fox, lkton, Moore, Rindone, Nader
NOES:
COL:ncilmembers:
None
ABSENT:
Councilmembers:
None
ABSTAIN:
Councilm~~ bers:
None
~~~~~-
Tim Nader, Mayor
ATTEST:
,
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STATE OF CALIFORNIA )
COUNTY OF SAN DIEGO) ss.
CITY OF CHULA VIST:. )
I, Beverly A. Authelet, City Clerk of the City of Chula Vista, California, do hereby certify that
the foregoing Resolution No. 17397 was duly passed, approved, and adopted by the City
Council at a regular meeting of the Chula Vista City Council held on the 22nd day of February,
1994.
Executed this 22nd day of February, 1994.
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