5.3 Greenhouse Gas Emissions · into the RAP and pertinent State mandated GHG emission reduction...

StateofCaliforniaRegionalWaterQualityControlBoard FormerKastPropertyTankFarmSiteRemediationProjectSCHNo.2014031053 5.3‐1

5.3 GREENHOUSE GAS EMISSIONS

1. INTRODUCTION

This sectiondescribesapplicable regulations thataddressgreenhousegas (GHG)emissions thatwouldbegeneratedby the implementationof theRevisedRAPat the siteandassesses thepotential impactsof theRP’s ProposedRemedy in terms of GHGs and global climate change. State law defines GHG emissions toinclude carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), hydrofluorocarbons (HFCs),perfluorocarbons (PFCs), and sulfur hexafluoride (SF6). Existing conditions at the site and influences onglobal climate change are also described, and an analysis is provided to assess potential cumulative andproject related contributions to global climate change that would be caused by implementation of theproject.Theanalysisaccountsforenergyandresourceconservationmeasuresthathavebeenincorporatedinto theRAPandpertinentStatemandatedGHGemissionreductionmeasures. GHGemissioncalculationspreparedfortheprojectareprovidedinAppendixD.

2. ENVIRONMENTAL SETTING

Regulatory Framework

Anumberof statutes, regulations, plans, andpolicies address air quality issues. The site andvicinity aresubjecttoairqualityregulationsdevelopedandimplementedatthefederal,state,andlocallevels.

Federal Regulations

TheUnitedStatesEnvironmentalProtectionAgency(USEPA)isresponsibleforimplementingfederalpolicytoaddressGHGs.Thefederalgovernmentadministersawidearrayofpublic‐privatepartnershipstoreducethe GHG intensity generated in theUnited States. These programs focus on energy efficiency, renewableenergy, methane and other non‐CO2 gases, agricultural practices, and implementation of technologies toachieve GHG reductions. The USEPA implements numerous voluntary programs that contribute to thereduction of GHG emissions. These programs (e.g., the Energy Star labeling system for energy‐efficientproducts)playa significant role in encouraging voluntary reductions from large corporations, consumers,industrialandcommercialbuildings,andmanymajorindustrialsectors.

InMassachusettsv.EnvironmentalProtectionAgency(DocketNo.05–1120),theU.S.SupremeCourtheldinAprilof2007thattheUSEPAhasstatutoryauthorityunderSection2020ofthefederalCleanAirAct(CAA)toregulateGHGs.ThecourtdidnotholdthattheUSEPAwasrequiredtoregulateGHGemissions;however,itindicatedthattheagencymustdecidewhetherGHGscauseorcontributetoairpollutionthatisreasonablyanticipatedtoendangerpublichealthorwelfare.

The U.S. President signed Executive Order 13432 onMay 14, 2007, directing the USEPA, along with theDepartmentsofTransportation,Energy,andAgriculture,toinitiatearegulatoryprocessthatrespondstotheSupreme Court’s decision. Executive Order 13432 was codified into law by the 2009 OmnibusAppropriations Law signedon February17, 2009. The order sets goals in the areas of energy efficiency,acquisition, renewable energy, toxics reductions, recycling, sustainable buildings, electronics stewardship,

5.3 Greenhouse Gas Emissions November 2014


fleets, and water conservation. In addition, the order requires more widespread use of EnvironmentalManagement Systems as the framework in which to manage and continually improve these sustainablepractices. This Executive Order requires federal agencies to lead by example in advancing the nation’senergysecurityandenvironmentalperformancebyachievingthefollowinggoals:

EnergyEfficiency:Reduceenergyintensity30percentby2015,comparedtoafiscalyear(FY)2003baseline.

GreenhouseGases: ReduceGHGemissionsthrougha30percentreductionofenergy intensityby2015,comparedtoanFY2003baseline.

RenewablePower: At least 50 percent of current renewable energy purchasesmust come fromnewrenewablesources(inserviceafterJanuary1,1999).

Building Performance: Construct or renovate buildings in accordance with sustainabilitystrategies, including resource conservation, reduction, and use; siting; and indoor environmentalquality.

WaterConservation:Reducewaterconsumptionintensity16percentby2015,comparedtoanFY2007baseline.

Vehicles: Increase purchase of alternative fuel, hybrid, and plug‐in hybrid vehicles whencommerciallyavailable.

PetroleumConservation: Reducepetroleumconsumption in fleetvehiclesby2percentannuallythrough2015,comparedtoanFY2005baseline.

Alternative Fuel: Increase use of alternative fuel consumption by at least 10 percent annually,comparedtoanFY2005baseline.

Pollution Prevention: Reduce use of chemicals and toxic materials and purchase lower riskchemicalsandtoxicmaterials.

Procurement:Expandpurchasesofenvironmentallysoundgoodsandservices,includingbio‐basedproducts.

Electronics Management: Annually, 95 percent of electronic products purchased must meetElectronic Product Environmental Assessment Tool standards where applicable; enable EnergyStar® featureson100percent of computers andmonitors; and reuse, donate, sell, or recycle100percentofelectronicproductsusingenvironmentallysoundmanagementpractices.

OnMay19,2009, thePresidentannouncedanationalpolicy for fuelefficiencyandemissionsstandards inthe U.S. auto industry. The adopted federal standard applies to passenger cars and light‐duty trucks formodel years 2012 through 2016. The rule surpasses the prior Corporate Average Fuel Economy (CAFE)standardsandrequiresanaveragefueleconomystandardof35.5milespergallon(mpg)and250gramsofCO2 permile bymodel year 2016, based onUSEPA calculationmethods. These standardswere formallyadopted on April 1, 2010. In August 2012, standards were adopted for model year 2017 through 2025passengercarsandlight‐dutytrucks.By2025,vehiclesarerequiredtoachieve54.5mpg(ifGHGreductionsareachievedexclusivelythroughfueleconomyimprovements)and163gramsofCO2permile.Accordingto

November 2014 5.3 Greenhouse Gas Emissions


theUSEPA,amodelyear2025vehiclewouldemitone‐halfof theGHGemissions fromamodelyear2010vehicle.1

OnDecember7,2009,theUSEPAAdministratorsignedtwodistinctfindingsregardingGHGsunderSection202(a)ofthefederalCAA.TheUSEPAadoptedaFinalEndangermentFindingforthesixdefinedGHGs(CO2,CH4,N2O,HFCs,PFCs,andSF6)onDecember7,2009.TheEndangermentFindingisrequiredbeforeUSEPAcan regulateGHGemissionsunderSection202(a)(1)of theCAAconsistentlywith theU.S. SupremeCourtdecision. TheUSEPAalsoadoptedaCauseorContributeFindinginwhichtheUSEPAAdministratorfoundthat GHG emissions from newmotor vehicle andmotor vehicle engines are contributing to air pollution,whichisendangeringpublichealthandwelfare.Thesefindingsdonotthemselvesimposeanyrequirementsonindustryorotherentities.However,theseactionswereaprerequisiteforimplementingGHGemissionsstandardsforvehicles.

State Regulations

In response togrowing scientific andpolitical concern regardingglobal climate change, in the lastdecadeCaliforniahaspromulgateda series of executiveorders, laws, and regulationsaimedat reducingboth thelevelofGHGs in theatmosphereandemissionsofGHGs fromcommercialandprivateactivitieswithin theState.

California Air Resources Board

The California Air Resources Board (CARB), a part of the California Environmental Protection Agency(CalEPA), is responsible for the coordination and administration of both federal and state air pollutioncontrolprogramswithinCalifornia.Inthiscapacity,CARBconductsresearch,setsstateambientairqualitystandards (California Ambient Air Quality Standards (CAAQS)), compiles emission inventories, developssuggested control measures, and provides oversight of local programs. CARB establishes emissionsstandards formotorvehiclessold inCalifornia, consumerproducts (suchashairspray,aerosolpaints,andbarbecuelighterfluid),andvarioustypesofcommercialequipment.Italsosetsfuelspecificationstofurtherreduce vehicular emissions. CARB has primary responsibility for the development of California’s StateImplementationPlan(SIP),forwhichitworkscloselywiththefederalgovernmentandthelocalairdistricts.TheSIPisrequiredfortheStatetotakeoverimplementationofthefederalCAA.

Executive Order S‐3‐05

CaliforniaGovernorArnold Schwarzenegger announcedon June1, 2005, throughExecutiveOrder S‐3‐05,thefollowingGHGemissionreductiontargets:

By2010,CaliforniashallreduceGHGemissionsto2000levels;

By2020,CaliforniashallreduceGHGemissionsto1990levels;and

By2050,CaliforniashallreduceGHGemissionsto80percentbelow1990levels.

1 U.S.EnvironmentalProtectionAgency,“EPAandNHTSASetStandardstoReduceGreenhouseGasesandImproveFuelEconomyfor

Model Years 2017‐2025 Cars and Light Trucks,” August 2012, http://www.epa.gov/oms/climate/documents/420f12051.pdf.AccessedAugust2014.



The Secretary of CalEPA is required to coordinate efforts of various agencies in order to collectively andefficientlyreduceGHGs.SomeoftheagencyrepresentativesinvolvedintheGHGreductionplanincludetheSecretaryoftheBusiness,TransportationandHousingAgency,theSecretaryoftheDepartmentofFoodandAgriculture, the Secretary of the Resources Agency, the Chairperson of CARB, the Chairperson of theCaliforniaEnergyCommission,andthePresidentofthePublicUtilitiesCommission. RepresentativesfromtheseagenciescomprisetheCaliforniaClimateActionTeam(CCAT).

TheCCATprovidesbiennialreportstotheGovernorandLegislatureonthestateofGHGreductions inthestate as well as strategies for mitigating and adapting to climate change. The first CCAT Report to theGovernorandtheLegislaturein2006containedrecommendationsandstrategiestohelpmeetthetargetsinExecutiveOrderS3‐05.2The2010CCATReport,finalizedinDecember2010,expandsonthepolicyoriented2006 assessment.3 The new information detailed in the CCAT Report includes development of revisedclimateandsea‐levelprojectionsusingnewinformationandtoolsthathavebecomeavailableinthelasttwoyears; andanevaluationof climate changewithin the contextofbroader social changes, suchas land‐usechangesanddemographicshifts.

California Health and Safety Code, Division 25.5 – California Global Warming Solutions Act of 20064

In2006,theCaliforniaStateLegislatureadoptedAssemblyBill32(AB32)(CaliforniaHealthandSafetyCode[HSC],Division25.5–CaliforniaGlobalWarmingSolutionsActof2006),focusingonreducingGHGemissionsin California to 1990 levels by 2020. As required by HSC Division 25.5, CARB approved the 1990 GHGemissionsinventory,therebyestablishingtheemissionslimitfor2020.The2020emissionslimitwassetat427millionmetrictons(MMT)carbondioxideequivalent(CO2e).CARBalsoprojectedthestate’s2020GHGemissionsunderbusinessasusual(BAU)conditions‐thatis,emissionsthatwouldoccurwithoutanyplans,policies, or regulations to reduce GHG emissions. CARB originally used an average of the state’s GHGemissions from 2002 through 2004 and projected the 2020 levels at approximately 596 MMTCO2e.Therefore,underthisoriginalprojection,thestatemustreduceits2020BAUemissionsby28.4percent inordertomeetthe1990target.CARBupdatedtheir2020BAUemissionsestimatetoaccountfortheeffectofthe2007–2009economicrecession,newestimates for future fuelandenergydemand,and thereductionsrequired by regulation that were recently adopted for motor vehicles and renewable energy.5 CARB’srevised 2020BAU emissions estimate is 507MMTCO2e. Therefore, the emission reductions necessary toachievethe2020emissionstargetof427MMTCO2ewouldbe80MMTCO2e,orareductionofGHGemissionsby15.8percent.

HSCDivision25.5definesGHGsasCO2,CH4,N2O,HFCs,PFCs,andSF6andrepresents the firstenforceablestatewide program to limit emissions of these GHGs from all major industries with penalties fornoncompliance. The law further requires that reduction measures be technologically feasible and cost

2 California Environmental Protection Agency, California Climate Action Team Report to Governor Schwarzenegger and the

Legislature,(2006).3 California Environmental Protection Agency, California Climate Action Team Report to Governor Schwarzenegger and the

Legislature,(2010).4 AssemblyBillNo.32,http://www.leginfo.ca.gov/pub/05‐06/bill/asm/ab_0001‐0050/ab_32_bill_20060927_chaptered.pdf.Accessed

August2014.5 California Air Resources Board, “Greenhouse Gas Inventory – 2020 Emissions Forecast,” http://www.arb.ca.gov/cc/inventory/

data/forecast.htm.2012.



effective.UnderHSCDivision25.5,CARBhastheprimaryresponsibilityforreducingGHGemissions.CARBis required to adopt rules and regulations directing state actions that would achieve GHG emissionsreductionsequivalentto1990statewidelevelsby2020.OnorbeforeJune30,2007,CARBwasrequiredtopublisha listofdiscreteearlyactionGHGemission reductionmeasures thatwouldbe implemented tobemadeenforceableby2010.In2007,CARBpublisheditsFinalReportforProposedEarlyActionstoMitigateClimateChangeinCalifornia.6ThisreportdescribedrecommendationsfordiscreteearlyactionmeasurestoreduceGHGemissionsaspartofCalifornia’sHSCDivision25.5GHGreductionstrategy.Resultingfromthisarethreenewregulationsproposedtomeetthedefinitionof“discreteearlyactiongreenhousegasreductionmeasures,” including the following: a low carbon fuel standard; reduction of HFC 134a (HFC used inautomobile air‐conditioning systems) emissions from non‐professional servicing of motor vehicle airconditioningsystems;andimprovedlandfillgascapture.CARBestimatesthatby2020,thereductionsfromthose threemeasureswould range from13 to26MMTCO2e. Six additional early‐action regulationswereadoptedonOctober25,2007thattargeted:motorvehicles;auxiliaryenginesfromdockedships;PFCsfromthesemiconductorindustry;propellantsinconsumerproducts;automotivemaintenance;andSF6fromnon‐electricitysectors.

California Health and Safety Code, Section 42823 and 43018.57

InresponsetothetransportationsectoraccountingformorethanhalfofCalifornia’sCO2emissions,AB1493(HSCSection42823and43018.5),enactedonJuly22,2002,requiredCARBtosetGHGemissionstandardsforpassengervehicles,lightdutytrucks,andothervehicleswhoseprimaryuseisnon‐commercialpersonaltransportation manufactured in and after 2009. In setting these standards, CARB must consider costeffectiveness,technologicalfeasibility,economicimpacts,andprovidemaximumflexibilitytomanufacturers.TheStateofCalifornia in2004submitteda request forawaiver from federal cleanair regulations,whichordinarily preempts state regulation of motor vehicle emission standards, to allow the state to requirereducedtailpipeemissionsofCO2.Inlate2007,theUSEPAdeniedCalifornia’swaiverrequest.Inearly2008,the state brought suit against USEPA related to this denial. In January 2009, the President directed theUSEPAtoassesswhetheritsdenialofthewaiverwasappropriateunderthefederalCAA.InJune2009,theUSEPAgrantedCaliforniathewaiver.

However,asdiscussedpreviously,theUSEPAandUnitedStatesDepartmentofTransportation(USDOT)haveadoptedfederalstandardsformodelyear2012through2016light‐dutyvehicles.InlightoftheUSEPAandUSDOTstandards,California‐andstatesadoptingCaliforniaemissionsstandards‐haveagreedtodefertothe proposed national standard through model year 2016. The 2016 endpoint of the federal and statestandardsissimilar,althoughthefederalstandardrampsupslightlymoreslowlythanrequiredunderthestate standard. The state standards (called the Pavley standards) require additional reductions in CO2emissionsbeyondmodelyear2016(referredtoasPavleyPhaseIIstandards). Asnotedabove,theUSEPAand USDOT have adopted GHG emission standards for model year 2017 through 2025 vehicles. ThesestandardsareslightlydifferentfromthePavleyPhaseIIstandards,buttheStateofCaliforniahasagreednottocontestthesestandards,inpartduetothefactthatwhilethenationalstandardwouldachieveslightlylessreductionsinCalifornia,itwouldachievegreaterreductionsnationallyandisstringentenoughtomeetstate

6 CaliforniaAirResourcesBoard,ProposedEarlyActionstoMitigationClimateChangeinCalifornia,(2007).7 Assembly Bill No. 1493, http://www.leginfo.ca.gov/pub/01‐02/bill/asm/ab_1451‐1500/ab_1493_bill_20020722_chaptered.pdf.

AccessedAugust2014.



GHG emission reduction goals.8 CARB is in the process of adopting regulations that would allowmanufacturerstocomplywiththe2017‐2025nationalstandardstomeetstatelaw.

Executive Order S‐01‐07

Executive Order S‐01‐07 was enacted by Governor Schwarzenegger on January 18, 2007. The ordermandates the following: (1) that a statewide goal be established to reduce the carbon intensity ofCalifornia’s transportation fuelsbyat least10percentby2020; and (2) thataLowCarbonFuelStandard(LCFS)fortransportationfuelsbeestablishedinCalifornia.

Senate Bill 97 (SB 97, Dutton) (Chapter 185, Statutes of 2007)9

Senate Bill 97 (SB 97) (Chapter 185, Statutes of 2007), enacted in 2007, amended the CaliforniaEnvironmentalQualityAct(CEQA)toclearlyestablishthatGHGemissionsandtheeffectsofGHGemissionsareappropriatesubjectsforCEQAanalysis.ItdirectedtheCaliforniaOfficeofPlanningandResearch(OPR)todeveloprevisionstotheStateCEQAGuidelines“forthemitigationofGHGemissionsortheeffectsofGHGemissions”anddirectedtheResourcesAgencytocertifyandadopttheserevisedStateCEQAGuidelinesbyJanuary 2010. The revisions were completed in March 2010 and codified into the California Code ofRegulationsandbecameeffectivewithin120dayspursuanttoCEQA.Theamendmentsprovideregulatoryguidance for the analysis andmitigation of the potential effects of GHG emissions. The CEQAGuidelinesrequire:

InclusionofGHGanalysesinCEQAdocuments;

DeterminationofsignificanceofGHGemissions;and

IfsignificantGHGemissionswouldoccur,adoptionofmitigationtoaddresssignificantemissions.

Senate Bill 375 (SB 375, Steinberg) (Chapter 728, Statutes of 2008)10

SB 375 (Chapter 728, Statutes of 2008), which establishes mechanisms for the development of regionaltargetsforreducingpassengervehiclegreenhousegasemissions,wasadoptedbytheStateonSeptember30,2008. Under SB 375, CARB is required, in consultation with the metropolitan planning organizations(MPOs),tosetregionalGHGreductiontargetsforthepassengervehicleandlight‐dutytrucksectorfor2020and2035. On September23, 2010, CARB adopted the vehicularGHG emissions reduction targets for theSouthernCaliforniaAssociationofGovernments(SCAG),whichistheMPOfortheregioninwhichtheCityofCarson is located. The target is a per capita reduction of 8 percent for 2020 and 13 percent for 2035compared to the 2005 baseline. Of note, the proposed reduction targets explicitly exclude emissionreductionsexpectedfromHSCSection42823and43018.5andthelowcarbonfuelstandardregulations.

Under SB 375, the targetmust be incorporatedwithin that region’s Regional Transportation Plan (RTP),whichisusedforlong‐termtransportationplanning, inaSustainableCommunitiesStrategy(SCS). Certain

8 California Air Resources Board, “Advanced Clean Cars Summary,” http://www.arb.ca.gov/msprog/clean_cars/acc%20summary‐

final.pdf.AccessedAugust2014.9 SenateBillNo.97,http://opr.ca.gov/docs/SB_97_bill_20070824_chaptered.pdf.AccessedAugust2014.10 Senate Bill No. 375, http://www.leginfo.ca.gov/pub/07‐08/bill/sen/sb_0351‐0400/sb_375_bill_20080930_chaptered.pdf. Accessed

August2014.



transportation planning and programming activities would then need to be consistent with the SCS;however,SB375expresslyprovidesthattheSCSdoesnotregulatetheuseofland,andfurtherprovidesthatlocallanduseplansandpolicies(e.g.,generalplan)arenotrequiredtobeconsistentwitheithertheRTPorSCS.OnApril4,2012,SCAGadoptedthe2012‐2035RegionalTransportationPlan/SustainableCommunitiesStrategy (RTP/SCS). Using growth forecasts and economic trends, the RTP/SCS provides a vision fortransportation throughout the region for thenext20 years. It considers the role of transportation in thebroader context of economic, environmental, and quality‐of‐life goals for the future, identifying regionaltransportation strategies to addressmobility needs. The RTP/SCS successfully achieves and exceeds thegreenhousegasemission‐reductiontargetssetbyCARBbyachievinga9percentreductionby2020and16percent reduction by 2035 compared to the 2005 level on a per capita basis. This RTP/SCS alsomeetscriteriapollutantemissionbudgetssetbytheUSEPA.

Senate Bill 1078 (SB 1078, Sher) (Chapter 516, Statutes of 2002)11 and Senate Bill 107 (SB 107, Simitian) (Chapter 464, Statutes of 2006)12 and Executive Order S‐14‐08

SB 1078 (Chapter 516, Statutes of 2002) requires retail sellers of electricity, including investor‐ownedutilitiesandcommunity choiceaggregators, toprovideat least20percentof their supply fromrenewablesourcesby2017. SB107(Chapter464,Statutesof2006)changed the targetdate to2010. InNovember2008, Governor Schwarzenegger signed Executive Order S‐14‐08, which expands the State's RenewablesPortfolio Standard (RPS) to 33percent renewable power by 2020. Pursuant toExecutiveOrder S‐21‐09,CARBwasalsopreparing regulations to supplement theRPSwith aRenewableEnergyStandard thatwillresult ina total renewableenergyrequirement forutilitiesof33percentby2020. ButonApril12,2011,GovernorJerryBrownsignedSBX1‐2toincreaseCalifornia’sRPSto33percentby2020.

CEQA Guidelines, Appendix F

Appendix F of the State CEQA Guidelines states that, in order to ensure that energy implications areconsideredinprojectdecisions,thepotentialenergyimplicationsofaprojectshallbeconsideredinanEIR,to the extent relevant and applicable to the project. Appendix F further states that a project’s energyconsumption and proposed conservation measures may be addressed, as relevant and applicable, in theProject Description, Environmental Setting and Impact Analysis portions of technical sections, as well asthroughmitigationmeasuresandalternatives.InaccordancewithAppendixFoftheStateCEQAGuidelines,relevantinformationthataddresstheenergyimplicationsoftheProjectareprovidedbelowinsubsection5,ProjectEnergyImplications.

Consideration of Sustainability

In addition to the nine evaluation criteria of the National Contingent Plan (NCP), the consideration ofsustainabilitywasincludedintheassessmentoftheRP’sProposedRemedyandAlternatives,asdetailedinthe Revised Feasibility Study Report.13 The assessment of sustainability, or “green remediation”, canillustrateimpactsthatoccuronlocal,regional,andglobalscales,includingthedirectandindirectreleasesof

11 SenateBillNo.1078,http://www.energy.ca.gov/portfolio/documents/documents/SB1078.PDF.AccessedAugust2014.12 Senate Bill No. 107, http://www.leginfo.ca.gov/pub/05‐06/bill/sen/sb_0101‐0150/sb_107_bill_20060926_chaptered.pdf. Accessed

August2014.13 GeosyntecConsultants,RevisedFeasibilityStudyReport,(2014)86‐87.



contaminants; the consumption of rawmaterials; and the production, collection, and disposal of wastes.Sustainability can consider factors that are sometimes intangible and unquantifiable. Nonetheless, thesefactors,alongwithothers,wereconsideredbytheWaterBoardinitsscreeningofremedialalternatives.

Regional

AirpollutantemissionsareregulatedbytheSouthCoastAirQualityManagementDistrict(SCAQMD). TheSCAQMD is responsible for promoting and improving the air quality of the Basin. This is accomplishedthough air quality monitoring, evaluation, education, implementation of control measures to reduceemissionsfromstationarysources,permittingandinspectionofpollutionsources,enforcementofairqualityregulations,andbysupportingandimplementingmeasurestoreduceemissionsfrommotorvehicles.AfterAB 32 was passed, SCAQMD formed a Climate Change Committee along with a Greenhouse Gases CEQASignificanceThresholdsWorkingGroupandtheSoCalClimateSolutionsExchangeTechnicalAdvisoryGroup.On September 5, 2008, the SCAQMDBoard approved the SCAQMDClimate Change Policy,which outlinesactions the District will take to assist businesses and local governments in implementing climate changemeasures,decreasetheagency’scarbonemissions,andprovideinformationtothepublicregardingclimatechange.OnDecember5,2008,theBoardapprovedinterimCEQAGHGsignificancethresholdsforstationarysource projectswhere it is the lead agency. The threshold is a tiered approach to determine a project’ssignificance,with10,000metrictons(MT)ofCO2easascreeningnumericalthresholdforstationarysourceprojects. In order to provide guidance to local lead agencies on determining the significance of GHGemissions identified in CEQA documents, the GHG CEQA Significance Threshold Working Group draftedthresholdswiththeintentofcapturing90percentofdevelopmentprojects.14UnderTiers1and2,projectsthatareexemptfromCEQAorconsistentwithanapprovedlocalGHGreductionplancanbefoundtobelessthansignificant.UnderTier3,aproject’sGHGemissionsarecomparedtothedraftscreeningthresholds.Atpresent,theSCAQMDhasnotformallyadoptedthresholdsforusebyotherleadagencies,butrecommendsthat industrial projects utilize the 10,000 MTCO2e screening level that has been adopted for SCAQMDprojects. Under Tier 4, a project’s GHG emissions are compared to a performance standard, such asachievingapercentage reduction inGHGemissions fromabase case scenarioorachievingaproject‐levelefficiencytargetof4.8MTCO2eperservicepopulation.ItshouldbenotedthatthesethresholdswereneveradoptedbytheSCAQMD.

Additionally, SCAQMD Rule 1166 – Volatile Organic Compound Emissions from Decontamination of Soil,wouldgovernthecontrolofairpollutantemissionsfromthelandfillon‐site.Abriefsummaryofthisruleisprovidedbelow:

RegulationXI–SourceSpecificStandards: RegulationXIsetsemissionsstandardsfordifferentspecificsources.

Rule1166 –VolatileOrganicCompoundEmissions fromDecontaminationofSoil: This rulesets requirements to control theemissionofVOCs fromexcavating, grading,handlingand treatingVOC‐contaminatedsoil(asdefinedundertheRule)atorfromanexcavationorgradingsite.

14 SouthCoastAirQualityManagementDistrict,“GreenhouseGases(GHG)CEQASignificanceThresholdsWorkingGroupMeeting#15,”

September 28, 2010, http://www.aqmd.gov/home/regulations/ceqa/air‐quality‐analysis‐handbook/ghg‐significance‐thresholds/page/2.AccessedAugust2014.



Local

TheCity’sGeneralPlandoesnot include any specific goals andobjectives related toGHGs. However, thegoalsandpoliciesintheAirQualityElementoftheGeneralPlanwouldalsoaidtoreduceGHGemissionsintheCity.AnanalysisofapplicablegoalsandpoliciesoftheAirQualityElementisprovidedinSection5.1,AirQuality,ofthisEIR.

Existing Conditions

Greenhouse Gases

GlobalclimatechangereferstochangesinaverageclimaticconditionsonEarthasawhole,includingchangesin temperature, wind patterns, precipitation and storms. Historical records indicate that global climatechangeshaveoccurred in thepastdue tonaturalphenomena;however currentdata increasingly indicatethat the current global conditionsdiffer frompast climate changes in rateandmagnitude. Global climatechangeattributable to anthropogenic (human)GHGemissions is currentlyoneof themost important andwidelydebatedscientific, economicandpolitical issues in theUnitedStatesand theworld. Theextent towhich increased concentrations of GHGs have caused or will cause climate change and the appropriateactions to limit and/or respond to climate change are the subject of significant and rapidly evolvingregulatoryeffortsatthefederalandstatelevelsofgovernment.

GHGsarethosecompoundsintheEarth’satmospherewhichplayacriticalroleindeterminingtemperaturenear theEarth’s surface. Morespecifically, thesegasesallowhigh‐frequencyshortwavesolar radiation toentertheEarth’satmosphere,butretainsomeofthelowfrequencyinfraredenergywhichisradiatedbackfrom theEarth towards space, resulting in awarmingof the atmosphere. Not allGHGspossess the sameability to induce climate change; as a result, GHG contributions are commonly quantified in the units ofequivalentmassof carbondioxide (CO2e). Mass emissions are calculatedby convertingpollutant specificemissions toCO2eemissionsbyapplying theproperglobalwarmingpotential (GWP)value.15 TheseGWPratiosareavailablefromtheUnitedStatesEnvironmentalProtectionAgency(USEPA)andarepublishedinthe California Climate Action Registry (CCAR) General Reporting Protocol. By applying the GWP ratios,project‐related CO2e emissions can be tabulated in metric tons per year. Typically, the GWP ratiocorrespondingtothewarmingpotentialofCO2overa100‐yearperiodisusedasabaseline.CompoundsthatareregulatedasGHGsarediscussedbelow.

CarbonDioxide (CO2): CO2 is themost abundant GHG in the atmosphere and is primarily generated fromfossil fuel combustion from stationary and mobile sources. CO2 is the reference gas (GWP of 1) fordeterminingtheGWPsofotherGHGs.

Methane(CH4): CH4 isemitted frombiogenicsources (i.e., resulting fromtheactivityof livingorganisms),incompletecombustioninforestfires,landfills,manuremanagement,andleaksinnaturalgaspipelines.TheGWPofCH4is21.

15 GWPsandassociatedCO2evaluesweredevelopedbytheIntergovernmentalPanelonClimateChange,andpublished in itsSecond

AssessmentReport in,1996. Inaccordancewith internationalandUnitedStatesconvention tomaintain thevalueof thecarbondioxide ‘currency’,GHGemission inventoriesarecalculatedusing theGWPs from the IntergovernmentalPanelonClimateChangeSecondAssessmentReport.



Nitrous Oxide (N2O): N2O produced by human‐related sources including agricultural soil management,animalmanuremanagement,sewagetreatment,mobileandstationarycombustionoffossilfuel,adipicacidproduction,andnitricacidproduction.TheGWPofN2Ois310.

Hydrofluorocarbons(HFCs): HFCsarefluorinatedcompoundsconsistingofhydrogen,carbon,andfluorine.Theyaretypicallyusedasrefrigerantsinbothstationaryrefrigerationandmobileairconditioningsystems.TheGWPsofHFCsrangesfrom140forHFC‐152ato11,700forHFC‐23.

Perfluorocarbons (PFCs): PFCs are fluorinated compounds consisting of carbon and fluorine. They areprimarilycreatedasabyproductofaluminumproductionandsemiconductormanufacturing.TheGWPsofPFCsrangefrom5,700to11,900.

SulfurHexafluoride(SF6): SF6 isa fluorinatedcompoundconsistingofsulfurandfluoride. It isacolorless,odorless,nontoxic,nonflammablegas. It ismostcommonlyusedasanelectrical insulator inhighvoltageequipmentthattransmitsanddistributeselectricity.SF6hasaGWPof23,900.

Greenhouse Gas Emissions

Worldwideman‐made emissions of GHGswere approximately 49,000millionmetric tons (MMT) of CO2eannuallyincludingongoingemissionsfromindustrialandagriculturalsourcesandemissionsfromlandusechanges(e.g.,deforestation).16 EmissionsofCO2emissionsfromfossilfueluseaccountsfor56.6percentofthe totalwhile CO2 emissions fromall sources accounts for 76.7 percent of the total. Methane emissionsaccount for 14.3 percent and N2O emissions for 7.9 percent. The European Commission’s EmissionsDatabase forGlobalAtmosphericResearch(EDGAR)reportedglobalemissionsofcarbondioxidealonefor2012at34,500MMT,anall‐timehigh.In2012,theUnitedStateswastheworld’ssecondlargestemitterofcarbondioxideat5,190MMT(Chinawasthelargestemitterofcarbondioxideat9,860MMT).17

TheCARBcompilesGHGinventoriesfortheStateofCalifornia.Basedonthe2012GHGinventorydata(i.e.,the latest year for which data are available from CARB), California emitted 458.7 MMTCO2e includingemissions resulting from imported electrical power and 414.6MMTCO2e excluding emissions related toimportedpower.18Between1990and2012,thepopulationofCaliforniagrewbyapproximately7.9million(from29.8to37.7million).19Thisrepresentsanincreaseofapproximately27percentfrom1990populationlevels.Inaddition,theCaliforniaeconomy,measuredasgrossstateproduct,grewfrom$773billionin1990to $2.13trillion in 2012 representing an increase of approximately 176 percent (about two and three‐

16 IntergovernmentalPanelonClimateChange,FourthAssessmentReport:SynthesisReport,(2007).Basedonthemostrecentglobal

data from2004. Whilemorerecentdataareavailable fromAnnex Icountries(countrieswithGHGreductionsobligations),Non‐AnnexIcountries(countrieswithoutGHGreductionobligations)typicallydonothavemorerecentdata.

17 PBLNetherlands Environmental Assessment Agency and the European Commission Joint Research Center, Trends in Global CO2Emissions2013Report,(2013).

18 California Air Resources Board, “California Greenhouse Gas 2000‐2012 Inventory by Scoping Plan Category ‐ Summary,”http://www.arb.ca.gov/cc/inventory/data/data.htm.AccessedAugust2014.

19 U.S. Census Bureau, “California, Population of Counties by Decennial Census: 1900 to 1990,”http://quickfacts.census.gov/qfd/states/06000lk.html. AccessedAugust2014;CaliforniaDepartment ofFinance, “E‐5Populationand Housing Estimates for Cities, Counties and the State, January 2011‐2014, with 2010 Benchmark,”http://www.dof.ca.gov/research/demographic/reports/estimates/e‐5/2011‐20/view.php.AccessedAugust2014.



quartertimesthe1990grossstateproduct).20Despitethepopulationandeconomicgrowth,California’snetGHG emissions only grew by approximately 8 percent between 1990 and 2012. The California EnergyCommission (CEC) attributes the slow rate of growth to the success of California’s renewable energyprogramsand itscommitment tocleanairandcleanenergy.21 Table5.3‐1,StateofCaliforniaGreenhouseGas Emissions, identifies and quantifies statewide anthropogenic GHG emissions and sinks (e.g., carbonsequestrationduetoforestgrowth)in1990and2012(i.e.,themostrecentyearinwhichdataareavailablefromCARB).AsshowninTable5.3‐1,thetransportationsectoristhelargestcontributortostatewideGHGemissionsat36percentin2012.

Effects of Global Climate Change

The scientific community’s understanding of the fundamental processes responsible for global climatechangehas improvedover the past decade, and its predictive capabilities are advancing. However, thereremainuncertainties in, for example, predictionsof local effects of climate change, occurrence, frequency,

20 California Department of Finance, “Financial & Economic Data: Gross Domestic Product, California,”

http://www.dof.ca.gov/HTML/FS_DATA/LatestEconData/FS_Misc.htm. Accessed August 2014. Amounts are based on currentdollarsasofthedateofthereport(June2014).

21 CaliforniaEnergyCommission,InventoryofCaliforniaGreenhouseGasEmissionsandSinks1990to2004,(2006).

Table 5.3‐1

State of California Greenhouse Gas Emissions

Category

Total 1990 Emissions (MMTCO2e)

Percent ofTotal 1990 Emissions

Total 2012Emissions (MMTCO2e)

Percent of Total 2012 Emissions

Transportation 150.7 35% 167.4 36%

ElectricPower 110.6 26% 95.1 21%

Commercial 14.4 3% 14.2 3%

Residential 29.7 7% 28.1 6%

Industrial 103.0 24% 89.2 19%

RecyclingandWastea – – 8.5 2%

HighGWP/Non‐Specifiedb 1.3 <1% 18.4 4%

Agriculture/Forestry 23.6 6% 37.9 8%

ForestrySinks ‐6.7 ‐‐c ‐‐

NetTotald 426.6 100% 458.7 100%

a Included in other categories for the 1990 emissions inventory. b High GWP gases are not specifically called out in the 1990 emissions inventory. c Revised methodology under development (not reported for 2012). d Totals may not add up exactly due to rounding.

Sources: California Air Resources Board, Staff Report – California 1990 Greenhouse Gas Emissions Level and 2020 Emissions Limit, (2007); California Air Resources Board, “California Greenhouse Gas 2000‐2012 Inventory by Scoping Plan Category – Summary,” http://www.arb.ca.gov/cc/inventory/data/data.htm. Accessed August 2014.



andmagnitudeofextremeweatherevents,effectsofaerosols,changesinclouds,shiftsintheintensityanddistributionofprecipitation,andchangesinoceaniccirculation.DuetothecomplexityoftheEarth’sclimatesystem and inability to accurately model it, the uncertainty surrounding climate change may never becompletely eliminated. Nonetheless, the IntergovernmentalPanelonClimateChange (IPCC), in itsFourthAssessmentReport,statedthat,“itislikelythattherehasbeensignificantwarmingduetohumanactivityoverthe past 50 years.”22 In addition, the FourthAssessmentReport holds that the impacts of future climatechangewill vary across regions. While “large‐scale climate events have the potential to cause very largeimpacts,” the impacts of future climate change will be mixed across regions.23 In its Fourth AssessmentReport,theIPCCstates“Humaninfluencehasbeendetectedinwarmingoftheatmosphereandtheocean,inchangesintheglobalwatercycle,inreductionsinsnowandice,inglobalmeansealevelrise,andinchangesinsomeclimateextremes(seeFigureSPM.6andTableSPM.1).ThisevidenceforhumaninfluencehasgrownsinceAR4 [FourthAssessmentReport]. It is extremely likely that human influence has been the dominantcause of the observed warming since the mid‐20th century.”24 A report from the National Academy ofSciences concluded that 97 to 98 percent of the climate researchersmost actively publishing in the fieldsupport the tenetsof the IPCC in that climate change is very likely causedbyhuman (i.e., anthropogenic)activity.25

According to CARB, the potential impacts in California due to global climate changemay include: loss insnowpack;sealevelrise;moreextremeheatdaysperyear;morehighozonedays;morelargeforestfires;moredroughtyears;increasederosionofCalifornia’scoastlinesandseawaterintrusionintotheSacramentoandSanJoaquinDeltasandassociatedleveesystems;andincreasedpestinfestation.26Belowisasummaryofsomeofthepotentialeffects,reportedbyanarrayofstudiesthatcouldbeexperiencedinCaliforniaasaresultofglobalwarmingandclimatechange.

Air Quality

Higher temperatures, conducive toairpollution formation,couldworsenairquality inCalifornia. Climatechangemayincreasetheconcentrationofground‐levelozone,butthemagnitudeoftheeffect,andtherefore,itsindirecteffects,areuncertain.Ifhighertemperaturesareaccompaniedbydrierconditions,thepotentialfor large wildfires could increase, which, in turn, would further worsen air quality. However, if highertemperaturesareaccompaniedbywetter,ratherthandrierconditions,therainswouldtendtotemporarilyclear the air of particulate pollution and reduce the incidence of large wildfires, thus ameliorating thepollutionassociatedwithwildfires.Additionally,severeheataccompaniedbydrierconditionsandpoorairquality could increase the number of heat‐related deaths, illnesses, and asthma attacks throughout thestate.27

22 IntergovernmentalPanelonClimateChange,FourthAssessmentReport,SummaryforPolicyMakers,(2007).23 IntergovernmentalPanelonClimateChange,FourthAssessmentReport,SummaryforPolicyMakers(2007).24 IntergovernmentalPanelonClimateChange,FifthAssessmentReport,SummaryforPolicyMakers,(2013)17(emphasisinoriginal).25 Anderegg,William R. L., J.W. Prall, J.Harold, S.H., Schneider, Expert Credibility in Climate Change, Proceedings of theNational

AcademyofSciencesoftheUnitedStatesofAmerica.2010;107:12107‐12109.26 CaliforniaEnvironmentalProtectionAgency,ClimateActionTeam,ClimateActionTeamReport toGovernorSchwarzeneggerand

theLegislature,(2006).27 California Energy Commission, Scenarios of Climate Change in California: An Overview, February 2006.

http://www.energy.ca.gov/2005publications/CEC‐500‐2005‐186/CEC‐500‐2005‐186‐SF.PDF.AccessedAugust2014.



In 2009, the California Natural Resources Agency (CNRA) published the California Climate AdaptationStrategy28 as a response to the Governor’s Executive Order S‐13‐2008. The CNRA report lists specificrecommendations for state and local agencies to best adapt to the anticipated risks posed by a changingclimate. Inaccordancewith theCaliforniaClimateAdaptationStrategy, theCECwasdirected todevelopawebsiteonclimatechangescenariosandimpactsthatwouldbebeneficialforlocaldecisionmakers.29 Thewebsite,knownasCal‐Adapt,becameoperationalin2011.30 TheinformationprovidedfromtheCal‐Adaptwebsiterepresentsaprojectionofpotentialfutureclimatescenarios.Thedataarecomprisedoftheaveragevaluesfromavarietyofscenariosandmodelsandaremeanttoillustratehowtheclimatemaychangebasedonavarietyofdifferentpotentialsocialandeconomicfactors.AccordingtotheCal‐Adaptwebsite,theCityof Carson in which the project site is located could result in an average increase in temperature ofapproximately 5 to 9 percent (about 3.2 to 5.7°F) by 2070‐2090, compared to the baseline 1961‐1990period.

Water Supply

UncertaintyremainswithrespecttotheoverallimpactofglobalclimatechangeonfuturewatersuppliesinCalifornia. Studieshave found that, “Considerableuncertaintyaboutprecise impactsofclimatechangeonCaliforniahydrologyandwaterresourceswillremainuntilwehavemorepreciseandconsistentinformationabouthowprecipitationpatterns, timing, and intensitywill change.”31 Forexample, somestudies identifylittlechangeintotalannualprecipitationinprojectionsforCaliforniawhileothersshowsignificantlymoreprecipitation.32 Warmer, wetter winters would increase the amount of runoff available for groundwaterrecharge;however,thisadditionalrunoffwouldoccuratatimewhensomebasinsareeitherbeingrechargedat their maximum capacity or are already full.33 Conversely, reductions in spring runoff and higherevapotranspiration because of higher temperatures could reduce the amount of water available forrecharge.34TheCaliforniaDepartmentofWaterResourcesreportonclimatechangeandeffectsontheStateWater Project (SWP), the Central Valley Project, and the Sacramento‐San Joaquin Delta, concludes that“climatechangewilllikelyhaveasignificanteffectonCalifornia’sfuturewaterresources…[and]futurewaterdemand.”35 It also reports that “much uncertainty about futurewater demand [remains], especially [for]thoseaspectsoffuturedemandthatwillbedirectlyaffectedbyclimatechangeandwarming.Whileclimatechangeisexpectedtocontinuethroughatleasttheendofthiscentury,themagnitudeand,insomecases,thenatureoffuturechangesisuncertain.”36Italsoreportsthattherelationshipbetweenclimatechangeanditspotentialeffectonwaterdemandisnotwellunderstood,but“[i]tisunlikelythatthislevelofuncertaintywill

28 CaliforniaNaturalResourcesAgency,ClimateActionTeam,2009CaliforniaClimateAdaptationStrategy:AReporttotheGovernorof

theStateofCaliforniainResponsetoExecutiveOrderS‐13‐2008,(2009).29 Ibid.30 TheCal‐Adaptwebsiteaddressis:http://cal‐adapt.org.31 PacificInstituteforStudiesinDevelopment,EnvironmentandSecurity,ClimateChangeandCaliforniaWaterResources: ASurvey

and Summary of the Literature, July 2003. http://www.pacinst.org/reports/climate_change_and_california_water_resources.pdf.AccessedAugust2014.

32 Ibid.33 Ibid.34 Ibid.35 CaliforniaDepartmentofWaterResourcesClimateChangeReport,Progresson IncorporatingClimateChange intoPlanningand

Management of California’s Water Resources, July 2006. http://baydeltaoffice.water.ca.gov/climatechange/DWRClimateChangeJuly06_update8‐2‐07.pdf.AccessedApril2014.

36 Ibid.



diminishsignificantlyintheforeseeablefuture.”37 Still,changesinwatersupplyareexpectedtooccur,andmanyregionalstudieshaveshownthatlargechangesinthereliabilityofwateryieldsfromreservoirscouldresultfromonlysmallchangesininflows. InitsFourthAssessmentReport, theIPCCstates“Changesintheglobalwatercycle inresponse to thewarmingover the21stcenturywillnotbeuniform. Thecontrast inprecipitationbetweenwetanddryregionsandbetweenwetanddryseasonswill increase,althoughtheremayberegionalexceptions.”38

Hydrology and Sea Level Rise

Asdiscussedabove,climatechangescouldpotentiallyaffect:theamountofsnowfall,rainfallandsnowpack;theintensityandfrequencyofstorms;floodhydrographs(flashfloods,rainorsnowevents,coincidentalhightideandhigh runoff events); sea level riseandcoastal flooding; coastal erosion; and thepotential for saltwaterintrusion.Sealevelrisecanbeaproductofglobalwarmingthroughtwomainprocesses:expansionof seawater as theoceanswarm, andmeltingof ice over land. A rise in sea levels could result in coastalflooding and erosion and could jeopardize California’s water supply. Increased storm intensity andfrequencycouldaffecttheabilityofflood‐controlfacilities,includinglevees,tohandlestormevents.

Agriculture

California has a $30 billion agricultural industry that produces half the country’s fruits and vegetables.Higher CO2 levels can stimulate plant production and increase plant water‐use efficiency. However, iftemperaturesriseanddrierconditionsprevail,waterdemandcouldincrease;crop‐yieldcouldbethreatenedbyalessreliablewatersupply;andgreaterozonepollutioncouldrenderplantsmoresusceptibletopestanddiseaseoutbreaks. Inaddition,temperatureincreasescouldchangethetimeofyearcertaincrops,suchaswinegrapes,bloomorripen,andthusaffecttheirquality.39

Ecosystems and Wildlife

Increases in global temperatures and the potential resulting changes in weather patterns could haveecologicaleffectsonaglobalandlocalscale. IncreasingconcentrationsofGHGsarelikelytoacceleratetherateofclimatechange.Scientistsexpectthattheaverageglobalsurfacetemperaturecouldriseby2‐11.5°F(1.1‐6.4°C)by2100,withsignificantregionalvariation.40 Soilmoistureislikelytodeclineinmanyregions,andintenserainstormsarelikelytobecomemorefrequent. SealevelcouldriseasmuchastwofeetalongmostoftheU.S.coast.Risingtemperaturescouldhavefourmajorimpactsonplantsandanimals:(1)timingofecologicalevents;(2)geographicrange;(3)species’compositionwithincommunities;and(4)ecosystemprocessessuchascarboncyclingandstorage.41

37 Ibid.38 IntergovernmentalPanelonClimateChange,FifthAssessmentReport,SummaryforPolicyMakers,(2013)20.39 CaliforniaClimateChangeCenter,OurChangingClimate:AssessingtheRiskstoCalifornia,(2006).40 NationalResearchCouncil,AdvancingtheScienceofClimateChange,(2010).41 Parmesan,C.,2004. EcologicalandEvolutionaryResponsetoRecentClimateChange.Annu.Rev.Ecol.Evol.Syst.2006.37:637–69;

Parmesan,CandGalbraith,H,2004. ObservedEcologicalImpactsofClimateChangeinNorthAmerica. Arlington,VA: Pew.Cent.Glob.Clim.Change



Existing Emissions

Thesiteisoccupiedby285single‐familyresidentialpropertiesandCitystreets.TheexistingsitegeneratesoperationalGHGemissionsfromthe285single‐familyresidentialproperties. Sourcesofemissionsincludenatural gas combustion fromresidentialheatingandcookingand fossil fuel combustion from landscapingequipment. In addition,motor vehicles traveling to and from the site generate emissions from fossil fuelcombustion.TheseemissionswouldoccurafterimplementationoftheRAP;therefore,nolong‐termchangeintheseoperationalemissionsisanticipated.

AccordingtotheRAP,methaneresultingfromdegradationofpetroleumhydrocarbonsispresentatthesiteinsoilvapor.42Asdiscussedpreviously,methaneisdefinedunderStatelawasaGHG.However,“[v]eryfewinstancesofmethanedetectionabove1%(i.e.,20%oftheLEL)havebeenfoundinsubslabsoilvapor,andinallbutonelocation,theresultsofmethanespeciationindicatethesourcewaseitheranaturalgaspipelineleak or sewer leak.”43 Methane resulting from biodegradation of residual petroleum hydrocarbons wasidentified in one sub‐slab garage probe at one property; however, methane was either not detected ordetectedatverylowlevels(lessthan0.01percent)atthisproperty.44Furthermore,nomethaneexceedanceswere foundat this propertyduring the indoor air screening, andmethanewasnotdetected in indoor airsamples analyzed by a laboratory.45 Thus, existing methane emissions at the site due to petroleumhydrocarbonsinsoilvaporisconsiderednegligible.

3. METHODOLOGY AND THRESHOLDS

Methodology

TheevaluationofpotentialGHGimpactsthatmayresult fromtheshort‐and long‐termimplementationoftheRAPisconductedasfollows:

Short‐Term GHG Emissions

ImplementationoftheRAPhasthepotentialtogenerateshort‐termcriteriapollutantemissionsthroughtheuseof heavy‐duty construction equipment and throughvehicle trips generated fromworkers traveling toandfromthesite. Siteremediation, includinginstallationoftheSVE/bioventingsystemandstreetpaving,wouldbeingin2015andisexpectedtotakeapproximately6years. Exhaustemissionswouldresult fromtheuseofconstructionequipment,suchasdozersandloaders,andfromon‐roadvehicle,suchashaultrucksand worker vehicles. Fugitive emissions, such as methane, would occur from exposing contaminatedmaterial to the ambient air due to excavation and soil handling. Construction emissions can varysubstantiallyfromday‐to‐day,dependingonthelevelofactivity,thespecifictypeofoperationand,fordust,the prevailingweather conditions. The assessment of construction air quality impacts considers each ofthesepotentialsources.

42 GeosyntecConsultantsandURSCorporation,RevisedRemedialActionPlan,FormerKastProperty,Carson,California,(2014)ES‐2.43 Ibid.,3‐7.44 Ibid.,3‐7,3‐8.45 Ibid.,3‐8.



Short‐term GHG emissions from heavy‐duty construction equipment from vehicle trips generated fromexportandimportofmaterials,visitorsandworkerstravelingtoandfromthesitewerecompiledusingthemobile‐source emissions factors derived from CARB’s on‐road and off‐road emissions models (e.g.,OFFROADandEMFAC),whichareemissionsestimationmodelsdevelopedbyCARBandfrequentlyusedtocalculateemissionsfromconstructionactivities.Theoutputvaluesusedinthisanalysiswereadjustedtobeproject‐specific,basedonequipmentusagerates,typeoffuel,andimplementationschedule.

Short‐term GHG emissions resulting from implementation of the RAP were developed for constructionequipmentthatwouldbeusedon‐siteandon‐roadconstructionequipmentwhichcantravelon‐andoff‐site.GHGemissionsfromequipment(dozers,loaders,sweepers,andotherheavy‐dutyconstructionequipment)andon‐roadvehicles(tractortrailers,lightdutytrucks,employeevehicles,etc.,whichcantravelonhighwaysandlocalroads)wereevaluatedseparatelytoaccount fortheCARB'spublishedemissionsfactorsforbothcategories of equipment. GHG emissions for off‐road equipmentwere then calculated bymultiplying anemissionfactorbythehorsepower,loadfactor,andoperationalhoursforeachtypeofequipment.

On‐road equipment emissions are generated frompick‐up trucks,water trucks, dump trucks, haul trucks,delivery trucks, andotheron‐roadvehicles (i.e., vehicles licensed to travel onpublic roadways). Exhaustemissionsfromon‐roadon‐sitesourceswerecalculatedusingtheemissionfactorsforCO2fromCARB'son‐road emission factormodel. Emissions factors for heavy‐duty diesel vehicles and trucks were based onEMFAC2011 emission factors for the “heavy‐heavy‐duty” vehicle classification. A complete listing of theshort‐termGHGemissionassumptionsusedinthisanalysisisincludedwithintheCalEEModprintoutsheetsthatareprovidedinAppendixDofthisEIR.

The analysis of GHG impacts also considers an Expedited Implementation Option. Under the ExpeditedImplementationOption, rather thanaclusterofup to8properties, thenumberbeingactively remediatedcouldbeincrementallyincreasedwithupto16propertiesactiveatonetime.Giventheoverlapinactivitywith the clusters there could be up to 32properties in some stage of remediation at one time. The totalamountofdemolishedmaterialsandexcavatedsoilswouldbethesameasundertheproject.TheExpeditedImplementationOptionwouldresultinagreaterlevelofactivitywithinthecommunityonagivendaybutwouldnotchangethelevelofactivityatanindividualproperty.AswiththeRP’sProposedRemedy,underthe Expedited Implementation Option, remediationwould begin in 2015. However, with the increase inimplementation,itisanticipatedthattheremediationwouldbecompleteinapproximately4years.

Long‐Term GHG Emissions

Long‐termimplementationoftheRAPwouldentailperiodicmaintenanceandmonitoringasneeded.Thus,long‐term emissionswould be caused by stationary (SVE/bioventing) andmobile (on‐road and off‐road)sources. The long‐term net increase in emissions from new sources are expected to be minimal.Maintenanceandhousekeepingtripstosupportlong‐termRAPactivitieswouldoccuronamonthlyorlessfrequentbasis,asneeded. Stationary‐sourceemissionsfromSVE/bioventingwouldalsobeminimal,givenmethane was non‐detect at the majority of properties with only trace or low levels at a few properties.Therefore,thepotentialforlong‐termimpactsarediscussedqualitatively.EmissionscausedbythesupplyofelectricitytoruntheSVE/bioventingsystemaswellasthesequestrationofGHGsbyrestoredvegetationon‐sitewerenotincludedastheyareexpectedtobenegligible.



Thresholds of Significance

ForpurposesofthisEIR,theRegionalBoardhasutilizedthechecklistquestionsinAppendixGoftheCEQAGuidelines as thresholds of significance to determine whether the project would have a significantenvironmentalimpactregardingGHGandclimatechange.BasedonthesizeandscopeoftheprojectandthepotentialforGHGimpacts,thethresholdsidentifiedbelowareincludedforevaluationinthisEIR.

Wouldtheproject:

a) Generate GHG emissions, either directly or indirectly, that may have a significant impact on theenvironment,basedonanyapplicablethresholdofsignificance?

b) Conflict with any applicable plan, policy or regulation of an agency adopted for the purpose ofreducingtheemissionsofGHG

Section15064.7of theCEQAGuidelinesdefines a thresholdof significance as an identifiablequantitative,qualitativeorperformancelevelofaparticularenvironmentaleffect,non‐compliancewithwhichmeanstheeffectwill normally be determined to be significant by the agency and compliancewithwhichmeans theeffectnormallywillbedeterminedtobelessthansignificant.CEQAleavesthedeterminationofsignificanceto the reasonable discretion of the lead agency and encourages lead agencies to develop and publishthresholdsof significance touse indetermining the significanceof environmental effects. However, as ofMay2014,theRegionalWaterQualityControlBoardandtheStateWaterResourcesControlBoardhavenotproposed or approved specific numeric thresholds for GHG emissions. Neither CARB nor SCAQMD haveadoptednumericthresholdsapplicabletoaremedialproject.Thus,forCEQApurposes,theRegionalBoardhasdetermined that the appropriatenumeric thresholdof significance to assess the short‐ and long‐termGHGimpactsofaprojectofthisnaturewithrespecttothefirstAppendixGchecklistitemistheSCAQMD’sindustrialsource,10,000MTCO2eperyear,threshold.ThisdeterminationisbasedontherecommendationfromtheSCAQMDthatindustrialprojectsutilizethe10,000MTCO2eperyearthreshold,whichisusedbytheSCAQMD itself forprojectswhere it is the lead agencyunderCEQA. With respect to the second checklistitem, the Regional Board has determined that the appropriate threshold of significance is assessing theproject’sgeneralconsistencywiththegoalsofHSCDivision25.5.WhileHSCDivision25.5doesnotprescribespecificproject‐levelmeasures,theClimateChangeScopingPlanprovidesstrategiesfortheStatetoreduceGHGemissionsinordertoachievethe2020target.


GHG‐1 GenerateGHGemissions,eitherdirectlyorindirectly,thatwouldexceed10,000MTCO2eperyear.

Greenhouse Gas Plans

GHG‐2 ConflictwiththeGHGemissionsreductionsgoalsandstrategiesofHSCDivision25.5.



4. PROJECT ANALYSIS

Project Design Features

ThefollowingPDFswouldresultinareductioninGHGemissionsandareconsideredaspartoftheprojectintheanalysis.AnumberofthePDFslistedbelowhavebeenpreviouslyintroducedinSection5.1,AirQuality,ofthisEIRandarereproducedbelow.ThePDFsfromSection5.1,AirQuality,aredenotedas“PDFAQ‐#.”

PDFAQ‐1 Alloff‐roaddieselconstructionequipmentremainingon‐siteformorethan15workdayswill meet USEPA Tier 3 off‐road emission standards, if commercially available locally.Use of Tier 3 engines results in a substantial reduction inNOX emissions compared tosimilar Tier 2 or lower engines, and has been shown to increase fuel economy oversimilarTier2engines.46Documentationofalloff‐roaddieselconstructionequipmenton‐site includingTier3certificationwillbemaintainedandmadeavailabletotheRegionalBoardforinspectionuponrequest.

PDFAQ‐2 All on‐roadwaste haul trucks exporting soil to the appropriate receiver facilitywill bemodel year 2007 or newer or retrofitted to comply with USEPA Year 2007 on‐roademissions standards. Documentation of all on‐road trucks exporting soil will bemaintainedandmadeavailabletotheRegionalBoardforinspectionuponrequest.

PDFAQ‐3 Theprojectwillprohibittheidlingofon‐andoff‐roadheavydutydieselvehiclesformorethan five minutes at a time. This project design feature is consistent with CaliforniaregulationsandlawsaswellasCARBATCMrequirements.

PDFAQ‐11 In order to minimize traffic congestion at or near the site, some construction workerparking will be provided at a nearby off‐site location. Shuttles and/or vans will beprovidedtotransportsomeoftheconstructionworkersfromtheoff‐siteparkinglocationtothesite.

PDFAQ‐12 To the maximum practical extent, recyclable materials, including non‐hazardousconstructionanddemolitiondebris,willbereusedorrecycled.

PDFGHG‐1 TheprojectwillcomplywiththeuseoflowcarbonvehiclefuelsasrequiredunderStatelaw.

Analysis of Project Impacts


ThresholdGHG‐1:Wouldtheprojectgenerategreenhousegasemissions,eitherdirectlyorindirectly,thatwouldexceed10,000MTCO2eperyear?

ImpactStatementGHG‐1:ImplementationoftheRAPandtheExpeditedImplementationOptionwouldresultinshort‐termGHGemissionsthatwouldnotexceedthesignificancethreshold. ImplementationoftheRAP would not result in long‐term emissions that exceed the significance threshold. Thus,implementationoftheRAPwouldnotgenerateGHGemissions,eitherdirectlyorindirectly,thatwould

46 Komatsu Technical Report, Development of Tier 3 Engine ecot3, Vol. 52, No. 157, http://www.komatsu.com/CompanyInfo/

profile/report/pdf/157‐03_E.pdf.2006.AccessedAugust2014.



havea significant impacton theenvironmentand impacts related to short‐termand long‐termGHGemissionswouldbelessthansignificant.

Short‐Term Impacts

Implementation of the RAP has the potential to generate short‐term GHG emissions through the use ofheavy‐duty construction equipment and through vehicle trips generated from export and import ofmaterials,visitorsandworkers traveling toand fromtheprojectsite. Inorder toprovideaconservativeanalysis,emissionsassociatedwithaveragedailyandpeakdailyactivitywereestimated. AssumptionsforeachconstructionphaseandtheequipmentthatwouldbeusedduringRAPimplementationareprovidedinAppendixDofthisEIR.

EmissionsofGHGswereestimatedforeachyearduringthe6yearduration.Theemissionswerecalculatedfor the activities described previously (i.e., residential excavation and associated activities, streettrenching/pipeinstallation,wellinstallation,andstreetpaving)andincludeexhaustemissionsandfugitiveGHGemissionsfromcontaminatedsoil(i.e.,methane)thatcouldbereleasedtotheatmosphereduringsoilhandlingactivities. Theemissionsestimates take intoaccountPDFs implementedduring theconstructionactivities thatwould limit,minimize,andreduceshort‐termGHGemissions. Themajorityof theemissionswouldbeattributedtohaultrucksexportingon‐sitematerialsorimportingsoilfortheprotectivecover.Resultsof this analysis are presented in Table 5.3‐2, Unmitigated Short‐Term Greenhouse Gas Emissions. Theestimatedshort‐termGHGoperationalemissionsarebelowtheSCAQMDinterimindustrialstandardof10,000MTCO2eperyear(SeeTable5.3‐2).

Expedited Implementation Option

UndertheExpeditedImplementationOption,thenumberofpropertiesbeingremediatedatonetimecouldincrease. Therefore, GHG emissions occurring in a single year would increase as a result of the use ofadditional heavy‐duty construction equipment, increased excavation amounts, and increased numbers ofhaultrucks,vendortrucks,andconstructionworkertrips.However,theoverallnumberofyearsassociatedwithimplementationoftheRAPwoulddecrease.

EmissionsofGHGswereestimatedforeachyearofactivity.Theemissionswerecalculatedfortheactivitiesdescribedpreviously(i.e.,residentialexcavationandassociatedactivities,streettrenching/pipeinstallation,well installation, and street paving) and include exhaust emissions and fugitive GHG emissions from

Table 5.3‐1

Unmitigated Short‐Term Greenhouse Gas Emissions

Emission Source Maximum Annual CO2e (Metric Tons/year) a

ImplementationoftheRAP(6years) 1,976Applicablethreshold 10,000ExceedsSignificanceThreshold? No

a Emissions calculations are included in Appendix D of this EIR. Source: PCR Services Corporation, 2014



contaminated soil (i.e.,methane) that couldbe released to the atmosphereduring soil handling activities.TheemissionsestimatestakeintoaccountPDFsimplementedduringtheconstructionactivitiesthatwouldlimit,minimize,andreduceshort‐termGHGemissions.Themajorityoftheemissionswouldbeattributedtohaul trucksexportingon‐sitematerialsor importingsoil fortheprotectivecover. Resultsof thisanalysisarepresented inTable 5.3‐3, Unmitigated Short‐Term Greenhouse Gas Emissions – Expedited ImplementationOption.AsshowninTable5.3‐3theshort‐termGHGemissionswouldnotexceedSCAQMD’s10,000MTCO2eperyearthreshold.

Long‐Term Impacts

EmissionsofGHGsresultingwithlong‐termoperationsassociatedwiththeRAPwouldbegeneratedbylong‐termactivities,whichincludeworkercommutetripstosupportmonitoringandmaintenanceactivities. Asdescribed in Section 2.0, Project Description, long‐term activities may include monthly or less frequentLNAPL recovery, quarterly or less frequent groundwatermonitoring, andmonitoring of utility vaults andstreet soil vapor probes. In addition, annual inspections to verify that the SSD systems are operating(monitoring of the vacuumand flow rate of the SSD fan)would be conducted. Therefore, the number ofvehicletripstothesitewouldbenegligibleandannuallong‐termGHGemissionswouldbeseveralordersofmagnitudesmaller than theshort‐termGHGemissions. Asdiscussedpreviously,methanedetectedatonepropertyfrombiodegradationofresidualpetroleumhydrocarbonswasdetectedatverylowconcentrations(less than 0.01 percent) at this property.47 Furthermore, no methane exceedances were found at thispropertyduringtheindoorairscreening,andmethanewasnotdetectedinindoorairsamplesanalyzedbyalaboratory.48 Thus,methane emissions from the SVE/bioventing systemwouldbenegligible. As a result,impacts related to regional emissions from long‐termoperationsof theproposedRAPwouldbe less thansignificant.

Greenhouse Gas Plan Conflicts

Threshold GHG‐2: Would the project conflict with the greenhouse gas emissions reductions goals andstrategiesofHSCDivision25.5?

47 Ibid.,3‐7,3‐8.48 Ibid.,3‐8.

Table 5.3‐3

Unmitigated Short‐Term Greenhouse Gas Emissions Expedited Implementation Option

Emission Source Maximum Annual CO2e (Metric Tons/year) a

ExpeditedImplementationOption(4years) 3,480Applicablethreshold 10,000ExceedsSignificanceThreshold? No

a Emissions calculations are included in Appendix D of this EIR. Source: PCR Services Corporation, 2014



ImpactStatementGHG‐2:ImplementationoftheRAPwouldincorporateGHGreductionstrategiesthatwouldbe consistentwithapplicableGHG reductionplans. Therefore, implementationof theRAPunder theExpedited Implementation Option would not conflict with plans for reducing GHG emissions andimpactsrelativetothisthresholdwouldbelessthansignificant.


As discussed in the Regulatory Framework section above, the State has promulgated regulations andprograms for the purpose of reducing GHG emissions. The GHG emissions analysis in this EIR wasperformedinaccordancewithSCAQMDandCARBguidancedevelopedincompliancewith,andasaresultof,thoseregulationsandprograms.Theresultoftheanalysisoftheproject’spotentialimpactsintermsofGHGandglobalclimatechangeindicatesthattheshort‐termandlong‐termGHGemissionsfromtheprojectalonewouldnotbeexpectedtocauseadirectphysicalchangeintheenvironment. Therefore,theprojectwouldnotconflictwithanyapplicableplan,policyorregulationofanagencyadoptedforthepurposeofreducingtheemissionsofGHG.

TheunderlyingpurposeoftheRAPistoremediatethesiteconsistentwiththeRegionalBoard’sCleanupandAbatementOrder(CAO)R4‐2011‐0046datedMarch11,2011,asamended. Theprojectobjectivesincludelimiting or minimizing environmental impacts associated with the cleanup activities. AlthoughimplementationoftheRAPwouldresultinatemporaryincreaseinGHGemissionsintheshort‐term,overall,the project would be considered consistent with the general goals of HSC Division 25.5 in that it wouldcomplywithapplicableGHGreductionstrategies.InsupportofHSCDivision25.5,theStatehaspromulgatedlaws and strategies aimed at reducing GHG emissions, some of which are applicable to the remediationactivities.ConsistentwithHSCDivision25.5,theProjectwouldminimizeshort‐termGHGemissionsbyusingequipmentthatmeetstringentUSEPAemissionsstandards,usinglowcarbonvehiclefuelsasrequiredunderstatelaw,andprohibitingdiesel‐fueledcommercialmotorvehicleidlingconsistentwithCARBrequirements.Additionally,theprojectwouldmeetotherapplicableGHGreductiongoalsbyincorporatingstrategiessuchasrecyclingnon‐hazardouson‐sitematerialtothemaximumextentpossible.

Since HSC Division 25.5 sets statewide targets for future GHG emissions, the Scoping Plan and otherimplementing tools of the law are clear that the reductions are not expected to occur uniformly from allsources or sectors. Table 5.3‐4, Greenhouse Gas Reduction Strategies, contains a list of GHG‐reductionstrategies applicable to the project. Because the RAP would not conflict with strategies to reduce GHGemissions, it would be consistent with the overarching regulation to reduce GHG emissions. Therefore,implementationoftheRAPwouldnotconflictwithplansforreducingGHGemissionsandimpactsrelativetothisthresholdwouldbelessthansignificant.

Expedited Implementation Option

TheExpeditedImplementationOptionwouldincorporatethesameGHGreductionstrategiesastheproject(seeTable5.3‐4). In addition, similar to theproject, theExpedited ImplementationOptionwould recyclenon‐hazardouson‐sitematerialtothemaximumextentpossible.Therefore,theExpeditedImplementationOption would not conflict with plans for reducing GHG emissions and impacts relative to this thresholdwouldbelessthansignificant.



Long‐Term Impacts

Asdiscussedabove,emissionsofGHGsassociatedwith long‐termoperationswouldbegeneratedby long‐term activities, which include worker commute trips to support monitoring and maintenance activities.These sources of long‐term GHG emissions would not conflict with applicable GHG reduction strategiesshowninTable5.3‐4.Therefore,impactsrelativetothisthresholdwouldbelessthansignificant.

5. PROJECT ENERGY IMPLICATIONS

Short‐Term ‐ Project

Consistent with Appendix F, Energy Conservation, of the State CEQA Guidelines, the potential energyimplicationsthatwouldoccurwiththeimplementationoftheRAPareevaluated.Sinceenergyconsumptionis related to emissions of GHGs, this section includes relevant information and analyses that address theenergy implications of the project as described in Appendix F of the StateCEQAGuidelines. This sectionrepresents a summary of the project’s anticipated short‐term energy needs, impacts, and conservationmeasures.

Active remediation to implement the RAPwould last for approximately 6 years. Heavy‐duty equipmentassociated with RAP implementation activities would include diesel‐fueled equipment and haul trucks.Heavy‐duty equipment associated with remediation would include bobcats, generators, small excavators,pumps, compactors, street sweepers, and pavers. Themajority of the equipmentwould likely be diesel‐fueled;however,smallerequipment,suchasaircompressorsandliftsmaybeelectric‐,gas‐,ornaturalgas‐fueled. Based on the number and type of construction equipment that would be used during projectconstruction, andbasedon the estimateddurationof construction, implementation of theRAPwoulduseapproximately31,525gallonsofdieselfuelforheavy‐dutyequipment.49

49 Fuel consumption is estimatedbasedon fuel consumption factors in theOFFROAD2011 emissionsmodeland theproject‐specific

equipmenthorsepowerandloadfactorratings.

Table 5.3‐4

Greenhouse Gas Reduction Strategies

Source Description Demonstration of Project

Consistency

HSCSection42823and43018.5(Pavley

Regulations)

ReducesGHGemissionsinnewpassengervehiclesfrom2012through2016.Alsoreducesgasolineconsumptiontoarateof31percentof1990gasolineconsumption(andassociatedGHGemissions)by2020

Appliestoallnewvehicles.

LowCarbonFuelStandard

Establishesprotocolsformeasuringlife‐cyclecarbonintensityoftransportationfuelsandhelpstoestablishuseofalternativefuels.

AppliestofuelsutilizedbytheProject.

ClimateActionTeam

Reducediesel‐fueledcommercialmotorvehicleidling. Projectiscommittedtoimplementing.

Source: Climate Action Team, Attorney General’s Office, 2011; PCR Services Corporation, 2014



Thedemolition,excavation, trenching,well installation,andstreetpavingactivitieswouldgeneratedebrisand soil requiring off‐site disposal. In addition, backfill materials and equipment supplies would bedeliveredtothesite. Theseactivitieswouldrequirediesel‐fueledhaulanddeliverytrucks. It isestimatedthathaulanddeliverytruckswouldtravelatotalofapproximately2,683,006milestotransportmaterialtoand from the site. Based on the number of truckmiles traveled, implementation of the RAPwould useapproximately 465,200 gallons of diesel fuel for hauling and delivery of demolition debris, excavationmaterials,backfillmaterials,andequipmentsupplies.50

The number of siteworkers thatwould be requiredwould vary based on the activity taking place. Thetransportation fuel required by constructionworkerswould depend on the total number ofworker tripsestimated for the duration of RAP implementation. A 2009 study by the California Department ofTransportation(Caltrans)foundthatthestatewideaveragefueleconomyforallvehicletypes(automobiles,trucks, andmotorcycles)was 18.133miles per gallon.51 In 2012, California consumed a total of 337,666thousandbarrelsofgasoline for transportation,which isequivalent toa totalannual consumptionof14.1billion gallons by the transportation sector.52 For diesel, California consumed a total of 72,945 thousandbarrels for transportation, which is equivalent to a total annual consumption of 3 billion gallons by thetransportation sector.53 According to the California Emissions Estimator Model (CalEEMod), workerroundtripsareassumedtobeapproximately21.6milesperroundtrip.Basedonthisdata,approximately82percent of fuel by volume used in the transportation sector is gasoline. Assuming construction workervehicles have an average fuel economy consistent with the Caltrans study and assuming the gasoline todiesel ratio is similar to the data provided above, based on the projected number of workers during allactivitiesassociatedwithRAPimplementation,approximately60,319gallonsofgasolineand13,241gallonsofdieselfuelwouldbeusedforworkertrips.

Based on the fuel usage amounts presented above, implementation of the RAPwould use approximately60,319 gallons of gasoline and 478,441gallons of diesel, assuming heavy‐duty construction equipment isprimarilydiesel‐fueled. Basedon thestatewide2012 fuelusedata for the transportationsectorprovidedabove,implementationoftheRAPwoulduseapproximately0.0004percentofthestatewideannualgasolineconsumptionand0.02percentofthestatewideannualdieselconsumptionintheshort‐term.

Asdiscussedpreviously,implementationoftheRAPwouldincorporatePDFstominimizeequipmentidlingandtrafficcongestion.Theprojectwouldprohibittheidlingofon‐andoff‐roadheavydutydieselvehiclesformorethanfiveminutesatatime(PDFAQ‐3)andwouldprovideadedicatedoff‐siteworkerparkingareatominimizetrafficcongestionatornearthesite(PDFAQ‐11).Inaddition,newerTier3equipmentwouldbeusedforon‐siteremediationactivities(PDFAQ‐1)andmodelyear2007oflaterhaultruckswouldbeusedtotransportmaterials toandfromthesite(PDFAQ‐2). Idlingrestrictionsandtheuseofnewerenginesandequipmentwouldresultinlessfuelcombustionandenergyconsumption.Compliancewiththeaboveanti‐idling and emissions regulations would result in efficient use of construction‐related energy and the50 Fuel consumption isestimatedbasedon fuel consumption factors in theEMFAC2011on‐roadvehicleemissionsmodel forheavy‐

heavy‐dutyconstructiontrucksandtripdistancesintheCaliforniaEmissionsEstimatorModel(CalEEMod).51 CaliforniaDepartmentofTransportation,2008CaliforniaMotorVehicleStock,TravelandFuelForecast,Table7,(2009).52 U.S. Energy Information Administration, Table F3: Motor Gasoline Consumption, Price, and Expenditure Estimates, 2012,

http://www.eia.gov/state/seds/data.cfm?incfile=/state/seds/sep_fuel/html/fuel_mg.html&sid=US.AccessedJuly2014.53 U.S. Energy Information Administration, Table F3: Motor Gasoline Consumption, Price, and Expenditure Estimates, 2012,

http://www.eia.gov/state/seds/data.cfm?incfile=/state/seds/sep_fuel/html/fuel_use_df.html&sid=US.AccessedJuly2014.



minimizationoreliminationofwastefulandunnecessaryconsumptionofenergy.Theefficientuseofenergyand the minimization or elimination of wasteful and unnecessary consumption of energy leads to theminimizationoreliminationofwastefulandunnecessaryGHGemissions,whichisconsistentwiththeState’sgoalsandregulationsintendedtoreduceGHGemissions.

Short‐Term ‐ Expedited Implementation Option

Consistent with Appendix F, Energy Conservation, of the State CEQA Guidelines, the potential energyimplications that would occur with the implementation of the RAP are evaluated. The ExpeditedImplementationOptionwouldtakeapproximately4yearsandwouldrequirethesametypesofheavy‐dutyequipment as the RP’s Proposed Remedy. While the Expedited Implementation Option would result inincreaseddailyactivitiesatthesite,thetotalamountofactivitywouldremainthesameastheRP’sProposedRemedy.Therefore,theExpeditedImplementationOptionwouldresultinthesametotalshort‐termfuelandenergyuseasdiscussedfortheRP’sProposedRemedy.

TheExpedited ImplementationOptionwould incorporate thesamePDFsas theRP’sProposedRemedy tominimize equipment idling and traffic congestion. Idling restrictions and the use of newer engines andequipment would result in less fuel combustion and energy consumption. Similar to the RP’s ProposedRemedy,compliancewiththeanti‐idlingandemissionsregulations,aswellastheuseofnewerequipmentandtrucks,wouldresultinefficientuseofconstruction‐relatedenergyandtheminimizationoreliminationofwastefulandunnecessaryconsumptionofenergy.Theefficientuseofconstruction‐relatedenergyandtheminimizationoreliminationofwastefulandunnecessaryconsumptionofenergyleadstotheminimizationor elimination of wasteful and unnecessary GHG emissions, which provides additional support that theExpedited ImplementationOptionwould not conflictwith the State’s plans and strategies to reduce GHGemissions.

Long‐Term

WithrespecttoAppendixFoftheStateCEQAGuidelines, long‐termenergyimplicationswouldbegenerallynegligible.Workercommutetripstosupportmonitoringandmaintenanceactivitieswouldbeminimal.Asdescribed in Section 2.0, Project Description, long‐term activities may include monthly or less frequentLNAPL recovery, quarterly or less frequent groundwatermonitoring, andmonitoring of utility vaults andstreet soil vapor probes. In addition, annual inspections to verify that the SSD systems are operating(monitoring of the vacuumand flow rate of the SSD fan)would be conducted. Therefore, the number ofvehicletripstothesitewouldbenegligible.Thefuelusedforthesevehicletripswouldbeseveralordersofmagnitude smaller than the short‐term fuel use numbers discussed above. The electricity to run theSVE/bioventing system would be negligible. The system would be regularly maintained to ensureequipmentisoperatingasintended,andminimizethepotentialforwastefulandunnecessaryconsumptionofenergyfromequipmentinthelong‐term.

6. ALTERNATIVES ANALYSIS

Analysis of Impacts Associated with Alternative 1 (No Project Alternative)

TheNoProjectAlternativewouldnot involveanyexcavationof soilsorchange toexistingconditions thatwould result in new sources of GHG emissions at the site. The No Project Alternative would avoid any



potentialexcavation‐relatedimpactsassociatedwithGHGemissions,whichweredeterminedtobelessthansignificantundertheRAPwiththe implementationofPDFs. Thus, theNoProjectAlternativewouldavoidtheRAP’sGHGimpacts.

Analysis of Impacts Associated with Alternative 2 (Excavation Beneath Landscape and

Hardscape to 10 Feet Alternative)

ThisAlternativewouldentail excavationof soils from landscapingandbeneath residentialhardscape to adepthof10 feetbelowgroundsurface (bgs)atall affectedproperties. Unlike theRP’sProposedRemedy,whichwouldrequireapproximately6years,thisAlternativewouldrequireproportionatelyadditionalyearsin order to excavate the additional materials. This Alternative would also implement the same PDFs asdescribedpreviously.



Alternative2hasthepotentialtocreateshort‐termGHGimpactsthroughtheuseofheavy‐dutyconstructionequipmentandthroughvehicletripsgeneratedfromhaultrucks,vendortrucks,andconstructionworkersandvisitorstravelingtoandfromthesite.DailyactivitylevelsunderthisAlternativewouldbethesameastheRP’sProposedRemedy.Remedialactivitieswouldoccurforagreaternumberofdaysoveralltoaccountfortheadditionalexcavatedmaterial.TheGHGemissionsestimatestakeintoaccountthesamePDFsastheRP’s Proposed Remedy. As shown in Table 5.3‐5, Unmitigated Short‐Term Greenhouse Gas Emissions –Alternative2,thetotalshort‐termGHGemissionsunderthisAlternativewouldnotexceedSCAQMD’s10,000MTCO2eperyearthresholdandimpactswouldbelessthansignificant.

Long‐Term Impacts

Alternative2wouldincludethesamelong‐termactivitiesandequipmentastheRP’sProposedRemedy.Asaresult,emissionsofGHGsassociatedwithlong‐termoperationsunderAlternative2wouldbethesameastheRP’sProposedRemedy.Asaresult,impactsrelatedtoGHGemissionsfromlong‐termoperationsunderthisAlternativewouldbelessthansignificant.

Table 5.3‐5

Unmitigated Short‐Term Greenhouse Gas Emissions – Alternative 2

Emission Source Maximum Annual CO2e (Metric Tons/year)

Alternative2–ImplementationoftheRAP(6years) 1,976Applicablethreshold 10,000ExceedsSignificanceThreshold? No

Source: PCR Services Corporation, 2014





The PDFs under Alternative 2,whichwould be the same as the RP’s Proposed Remedy,wouldminimizeequipmentidlingandtrafficcongestion.WhilethisalternativewouldresultinatemporaryincreaseinGHGemissionsintheshort‐term,overall,Alternative2wouldbeconsideredconsistentwiththegeneralgoalsofHSCDivision25.5 in that itwouldcomplywithapplicableGHGreduction strategies. ConsistentwithHSCDivision 25.5, this Alternative wouldminimize short‐term GHG emissions by using equipment that meetstringent USEPA emissions standards, using low carbon vehicle fuels as required under state law, andprohibitingdiesel‐fueledcommercialmotorvehicleidlingconsistentwithCARBrequirements.Additionally,this Alternative would meet other applicable GHG reduction goals by incorporating strategies such asrecyclingnon‐hazardouson‐sitematerial to themaximumextentpossible. BecausethisalternativewouldnotconflictwithstrategiestoreduceGHGemissions,itwouldbeconsistentwiththeoverarchingregulationto reduce GHG emissions. Therefore, this Alternative would not conflict with plans for reducing GHGemissionsandimpactsrelativetothisthresholdwouldbelessthansignificant.

This Alternativewould incorporate the same PDFs as the RP’s ProposedRemedy tominimize equipmentidlingandtrafficcongestion.Idlingrestrictionsandtheuseofnewerenginesandequipmentwouldresultinless fuelcombustionandenergyconsumption. SimilartotheRP’sProposedRemedy,compliancewiththeanti‐idling and emissions regulations, aswell as the use of newer equipment and trucks,would result inefficientuseofconstruction‐relatedenergyandtheminimizationoreliminationofwastefulandunnecessaryconsumption of energy. However, since this Alternative would include excavation to 10 feet bgs atpropertiesrequiringexcavation,itwouldresultintheremovalofsoilsthatdonotwarrantexcavationasperthe Site‐Specific Cleanup Goals (SSCGs). As such, this Alternative would require the use of additionaltransportationfuelstotransporttheincreasedamountsofexcavationandbackfillmaterialstoandfromthesiteascomparedtotheRP’sProposedRemedy.Fromatransportationenergyperspective,thisAlternativewould less efficient than the RP’s Proposed Remedy due to the need to transport materials that do notwarrantexcavationaspertheSSCGs.

Long‐Term Impacts

As discussed above, emissions of GHGs associated with long‐term operations would be the same underAlternative 2 as the RP’s Proposed Remedy. Similar to the RP’s Proposed Alternative, long‐term GHGemissions would not conflict with applicable GHG reduction strategies shown in Table 5.3‐4. Therefore,impactsrelativetothisthresholdwouldbelessthansignificant.

Energy Implications


InaccordancewithAppendixFoftheStateCEQAGuidelines,inordertoensurethatenergyimplicationsareconsidered inprojectdecisions, thepotentialenergy implicationsof thisAlternativeareconsidered. SinceenergyconsumptionisrelatedtoemissionsofGHGs,thissectionincludesrelevantinformationthataddressthe energy implications of the project as described in Appendix F of the State CEQA Guidelines. ThisAlternativewouldtakeapproximately8yearsandwouldrequirethesametypesofheavy‐dutyequipmentastheRP’sProposedRemedy.Basedonthenumberandtypeofconstructionequipmentthatwouldbeused,andbasedontheestimateddurationofRAPimplementationunderthisAlternative,approximately43,936



gallonsofdieselfuelwouldbeusedforheavy‐dutyequipment.54SimilartotheRP’sProposedRemedy,thisAlternativewouldrequirediesel‐fueledhaulanddelivery trucks. Basedon theadditional, excavationandbackfill materials needed for this Alternative, approximately 743,657 gallons of diesel would be used totransportmaterialstoandfromthesite.UnderthisAlternative,basedontheprojectednumberofworkersduringallremediationactivities,approximately75,819gallonsofgasolineand16,643gallonsofdieselfuelwouldbeusedforworkertrips.Thus,theAlternative2woulduseintotalapproximately75,819gallonsofgasoline and 760,300 gallons of diesel, assuming heavy‐duty construction equipment is primarily diesel‐fueled. Based on the statewide 2012 fuel use data for the transportation sector provided above,implementation of the RAP would use approximately 0.0005 percent of the statewide annual gasolineconsumptionand0.03percentofthestatewideannualdieselconsumptionintheshort‐term.

Long‐Term Impacts

With respect to Appendix F of the State CEQA Guidelines, as would be the case with the RP’s ProposedRemedy, long‐term energy implications under this Alternative would be generally negligible. WorkercommutetripswouldbelimitedtomonthlyorlessfrequenttripsforLNAPLrecoveryandquarterlyorlessfrequent trips for groundwatermonitoring andmonitoring of utility vaults and street soil vapor probes.AnnualinspectiontripswouldoccurforSSDsystemsmaintenance.Therefore,thenumberofvehicletripstothesitewouldbenegligible.Thefuelusedforthesevehicletripswouldbeordersofmagnitudesmallerthantheshort‐termfuelusenumbersdiscussedabove. TheelectricitytoruntheSVE/bioventingsystemwouldbe negligible. The systemwould be regularlymaintained to ensure equipment is operating as intended.Regularmaintenancewouldminimizeoreliminatethepotentialforwastefulandunnecessaryconsumptionofenergyfromequipment.

Analysis of Impacts Associated with Alternative 3 (No Excavation Beneath Hardscape – 5

Feet With Targeted 10 Feet Alternative)

Alternative 3would not removehardscape features or entail excavation of soils frombeneath residentialhardscape.AswiththeRP’sProposedRemedy,excavationwouldbetoadepthof5feetwithtargeted10feetexcavations where needed. Because excavations would not occur beneath hardscape features and nohardscapefeatureswouldberemoved,lessexcavationofCOC‐containingsoilsandinertdebriswouldoccuroverindividualresidentialproperties.Totalremediationwouldoccuroveranapproximately4‐yearperiodcomparedtoapproximately6yearsundertheRP’sProposedAlternative. Dailydemolitionandexcavationvolumes,trucktrips,andworkercommutesareanticipatedtobethesameastheproject. ThisAlternativewouldalsoimplementthesamePDFsdescribedabove.


Alternative3hasthepotentialtocreateshort‐termGHGimpactsthroughtheuseofheavy‐dutyconstructionequipmentandthroughvehicletripsgeneratedfromhaultrucks,vendortrucks,andconstructionworkersandvisitorstravelingtoandfromthesite.DailyactivitylevelsunderthisAlternativewouldbethesameastheRP’sProposedRemedy.Remedialactivitieswouldoccurforafewernumberofdaysoveralltoaccountfor the reduced volume of excavated material. The GHG emissions estimates take into account PDFs





implemented during the construction activities that would limit, minimize, and reduce short‐term GHGemissionsinclude:utilizingconstructionequipmentmeetingtheUSEPATier3off‐roademissionstandards(PDFAQ‐1);utilizingon‐roadexporthaul trucksthatataminimumcomplywiththeUSEPA2007on‐roademissionsstandards(PDFAQ‐2);prohibittheidlingofon‐andoff‐roadheavydutydieselvehiclesformorethanfiveminutesatatime(PDFAQ‐3);utilizinglowcarbonfuelsasrequiredbystatelaw(PDFGHG‐1);and,tothemaximumpracticalextent,recyclablematerials,includingnon‐hazardousconstructionanddemolitiondebris,wouldbereusedorrecycled(PDFAQ‐12).Themajorityoftheemissionswouldbeattributedtohaultrucksexportingon‐sitematerialsorimportingbackfillmaterials.AsshowninTable5.3‐6,UnmitigatedShort‐TermGreenhouseGasEmissions–Alternative3, the total short‐termGHGemissionsunder thisAlternativewouldnotexceedSCAQMD’s10,000MTCO2eperyearthresholdandimpactswouldbelessthansignificant.

Long‐Term Impacts

Alternative3wouldincludethesamelong‐termactivitiesandequipmentastheRP’sProposedRemedy.Asaresult,emissionsofGHGsassociatedwithlong‐termoperationsunderAlternative2wouldbesimilartotheRP’sProposedRemedy.Asaresult,impactsrelatedtoGHGemissionsfromlong‐termoperationsunderthisAlternativewouldbelessthansignificant.



The PDFs under Alternative 3,whichwould be the same as the RP’s Proposed Remedy,wouldminimizeequipmentidlingandtrafficcongestion.WhilethisalternativewouldresultinatemporaryincreaseinGHGemissionsintheshort‐term,overall,Alternative3wouldbeconsideredconsistentwiththegeneralgoalsofHSCDivision25.5 in that itwouldcomplywithapplicableGHGreduction strategies. ConsistentwithHSCDivision 25.5, this Alternative wouldminimize short‐term GHG emissions by using equipment that meetstringent USEPA emissions standards, using low carbon vehicle fuels as required under state law, andprohibitingdiesel‐fueledcommercialmotorvehicleidlingconsistentwithCARBrequirements.Additionally,this Alternative would meet other applicable GHG reduction goals by incorporating strategies such asrecyclingnon‐hazardouson‐sitematerial to themaximumextentpossible. BecausethisalternativewouldnotconflictwithstrategiestoreduceGHGemissions,itwouldbeconsistentwiththeoverarchingregulationto reduce GHG emissions. Therefore, this Alternative would not conflict with plans for reducing GHGemissionsandimpactsrelativetothisthresholdwouldbelessthansignificant.

Table 5.3‐6

Unmitigated Short‐Term Greenhouse Gas Emissions – Alternative 3

Emission Source Maximum Annual CO2e (Metric Tons/year)

Alternative3–ImplementationoftheRAP(4years) 1,976Applicablethreshold 10,000ExceedsSignificanceThreshold? No

Source: PCR Services Corporation, 2014



This Alternativewould incorporate the same PDFs as the RP’s ProposedRemedy tominimize equipmentidlingandtrafficcongestion.Idlingrestrictionsandtheuseofnewerenginesandequipmentwouldresultinless fuelcombustionandenergyconsumption. SimilartotheRP’sProposedRemedy,compliancewiththeanti‐idling and emissions regulations, aswell as the use of newer equipment and trucks,would result inefficientuseofconstruction‐relatedenergyandtheminimizationoreliminationofwastefulandunnecessaryconsumptionofenergy.SincethisAlternativewouldnotexcavatesoilsfrombeneathresidentialhardscape,itwouldresultintheremovaloflesssoilcomparedtotheRP’sProposedRemedy.Assuch,thisAlternativewould require the use of less transportation fuels to transport the reduced amounts of excavation andbackfillmaterialstoandfromthesiteascomparedtotheRP’sProposedRemedy.

Long‐Term Impacts

As discussed above, emissions of GHGs associated with long‐term operations would be similar underAlternative 2 as the RP’s Proposed Remedy. Similar to the RP’s Proposed Alternative, long‐term GHGemissions would not conflict with applicable GHG reduction strategies shown in Table 5.3‐4. Therefore,impactsrelativetothisthresholdwouldbelessthansignificant.

Energy Implications


InaccordancewithAppendixFoftheStateCEQAGuidelines,inordertoensurethatenergyimplicationsareconsidered inprojectdecisions, thepotentialenergy implicationsof thisAlternativeareconsidered. SinceenergyconsumptionisrelatedtoemissionsofGHGs,thissectionincludesrelevantinformationthataddressthe energy implications of the project as described in Appendix F of the State CEQA Guidelines. ThisAlternativewouldtakeapproximately4yearsandwouldrequirethesametypesofheavy‐dutyequipmentastheRP’sProposedRemedy.Basedonthenumberandtypeofconstructionequipmentthatwouldbeused,andbasedontheestimateddurationofRAPimplementationunderthisAlternative,approximately19,505gallonsofdieselfuelwouldbeusedforheavy‐dutyequipment.55SimilartotheRP’sProposedRemedy,thisAlternativewouldrequirediesel‐fueledhaulanddelivery trucks. Basedon theadditional, excavationandbackfill materials needed for this Alternative, approximately 205,329 gallons of diesel would be used totransportmaterialstoandfromthesite.UnderthisAlternative,basedontheprojectednumberofworkersduringall remediationactivities, approximately35,781gallonsofgasolineand7,854gallonsofdiesel fuelwouldbeusedforworkertrips.Thus,Alternative3woulduseapproximately35,781gallonsofgasolineand213,163gallonsofdiesel,assumingheavy‐dutyconstructionequipmentisprimarilydiesel‐fueled.Basedonthestatewide2012fuelusedata for thetransportationsectorprovidedabove, implementationof theRAPwoulduseapproximately0.0003percentofthestatewideannualgasolineconsumptionand0.007percentofthestatewideannualdieselconsumptionintheshort‐term.

Long‐Term Impacts

With respect to Appendix F of the State CEQA Guidelines, as would be the case with the RP’s ProposedRemedy, long‐term energy implications under this Alternative would be generally negligible. WorkercommutetripswouldbelimitedtomonthlyorlessfrequenttripsforLNAPLrecoveryandquarterlyorless





frequent trips for groundwatermonitoring andmonitoring of utility vaults and street soil vapor probes.AnnualinspectiontripswouldoccurforSSDsystemsmaintenance.Therefore,thenumberofvehicletripstothesitewouldbenegligible.Thefuelusedforthesevehicletripswouldbeordersofmagnitudesmallerthantheshort‐termfuelusenumbersdiscussedabove. TheelectricitytoruntheSVE/bioventingsystemwouldbe negligible. The systemwould be regularlymaintained to ensure equipment is operating as intended.Regularmaintenancewouldminimizeoreliminatethepotentialforwastefulandunnecessaryconsumptionofenergyfromequipment.

6. CUMULATIVE IMPACTS

EmittingGHGsintotheatmosphereisnotitselfanadverseenvironmentaleffect.Rather,itistheincreasedaccumulation of GHGs in the atmosphere that may result in global climate change. The resultantconsequencesofthatclimatechangecancauseadverseenvironmentaleffects.Duetothecomplexphysical,chemical, andatmosphericmechanisms involved in global climate change, it isnotpossible topredict thespecific impact, ifany, toglobalclimatechange fromoneproject’s relativelysmall incremental increase inemissions.

AsshowninTable5.3‐4,implementationoftheRAPwouldincorporateGHGreductionstrategiesconsistentwithGHGreductionplans.Becauseofthecomplexphysical,chemicalandatmosphericmechanismsinvolvedin global climate change, there is no basis for concluding that an emissions increase resulting from theproject and the related projects could actually cause a measurable increase in global GHG emissionssufficienttoforceglobalclimatechange.Inaddition,emissionsmodelsusedforproject‐levelevaluationsdonotfullyreflectimprovementsintechnologyandotherreductionsinGHGemissionsthatarelikelytooccurpursuant to State regulations, such as HSC Section 42823 and 43018.5, SB 1368, HSC Division 25.5, andExecutiveOrder S‐3‐5, aswell as future federal and/or state regulations. Therefore, it is not possible ormeaningful to calculate emissions from each of the identified related projects and compare that with anumericthresholdorreductiontarget.

Theprojectwouldcausea temporary increase inGHGemissions in the short‐term,but isnotexpected toexceed the applicable significance threshold. The project would minimize short‐term GHG emissions byusing newer, cleaner, and energy efficient equipment as available. Long‐term GHG emissions would berelativelyminimalandconsistentwithapplicableGHGreductionstrategies. Therefore, implementationofthe RAP would have a less than significant impact on the environment based on the above mentionedthresholds. Based on the above considerations, the projectwould not cause a cumulatively considerableimpactandmitigationmeasureswouldnotberequired.

7. MITIGATION MEASURES

WiththeimplementationofexistingregulationsandPDFsdescribedabove,theRP’sProposedRemedynorthe Expedited ImplementationOptionwould result in significant impactswith respect to GHG emissions.Therefore, no mitigation measures would be necessary for the RP’s Proposed Remedy or the ExpeditedImplementationOption.

Withregardtoalternatives, theNoProjectAlternativewouldnot involveanyexcavationorotherphysicalactivityandwouldnotresultinanynetnewGHGemissions. Therefore,mitigationmeasureswouldnotbe



required for thisAlternative. Alternative2 andAlternative3wouldnot result in significant impactswithrespect to GHG emissions. Therefore, no mitigation measures would be necessary for Alternative 2 orAlternative3.

8. LEVEL OF SIGNIFICANCE AFTER MITIGATION

No potentially significant impacts with respect to GHG emissions have been identified. No mitigationmeasureswouldbenecessary. BecausetheRP’sProposedRemedy,Alternative2,andAlternative3wouldbe consistent with the applicable GHG reduction plans, mitigation measures would not be required. Nosignificant impactswith respect toGHGemissionswouldoccur. Alternative1, theNoProjectAlternative,wouldnotinvolveanyphysicalactivityorresultinanynetnewGHGemissions. Therefore,noimpactsareassociatedwiththeNoProjectAlternative.



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