City of Fairfield - Hawthorne Mill Project Draft EIR/EIS Air Quality and Greenhouse Gas Emissions

3.2 - Air Quality and Greenhouse Gas Emissions

3.2.1 - Introduction This section describes the existing air quality setting and potential effects from project implementation on the site and its surrounding area. Michael Brandman Associates performed air quality modeling for the project; the model output is located in the Air Quality and Climate Change Model Output in Appendix B. Michael Brandman Associates also prepared a Health Risk Assessment, which is located in Appendix B.

3.2.2 - Affected Environment/Existing Conditions The project site is located in the City of Fairfield, which is within the San Francisco Bay Area Air Basin (Air Basin) portion of Solano County. The Air Basin comprises all or portions of the nine Bay Area counties, including the southwestern portion of Solano County. The northeastern portion of Solano County is located in the Sacramento Valley Air Basin. The project site is under jurisdiction of the Bay Area Air Quality Management District (BAAQMD).

Regional Air Quality Air quality is a function of both the rate and location of pollutant emissions under the influence of meteorological conditions and topographic features. Atmospheric conditions such as wind speed, wind direction, and air temperature gradients interact with the physical features of the landscape to determine the movement and dispersal of air pollutant emissions and, consequently, their effect on air quality.

Climate and Meteorology The western portion of Solano County is located within the Carquinez Strait subregion of the Air Basin. The Carquinez Strait runs from Rodeo to Martinez. It is the only sea level gap between San Francisco Bay and the Central Valley. The subregion includes the lowlands bordering the strait to the north and south, and includes the area adjoining Suisun Bay and the western part of the Sacramento- San Joaquin Delta as far east as Bethel Island. The subregion extends from Rodeo in the southwest and Vallejo in the northwest to Fairfield on the northeast and Brentwood on the southeast.

Prevailing winds are from the west in the Carquinez Strait. During the summer and fall months, high pressure offshore coupled with low pressure in the Central Valley causes marine air to flow eastward through the Carquinez Strait. The wind is strongest in the afternoon. Afternoon wind speeds of 15 to 20 miles per hour (mph) are common throughout the strait region. Annual average wind speeds are 8 mph in Martinez, and 9 to 10 mph further east. Sometimes atmospheric conditions cause air to flow from the east. East winds usually contain more pollutants than the cleaner marine air from the west. In the summer and fall months, this can cause elevated pollutant levels to move into the central Bay Area through the strait. These high-pressure periods are usually accompanied by low wind speeds, shallow mixing depths, higher temperatures and little or no rainfall.

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Summer mean maximum temperatures reach about 90 degrees Fahrenheit (°F) in the subregion. Mean minimum temperatures in the winter are in the high 30s. Temperature extremes are especially pronounced in sheltered areas farther from the moderating effects of the strait itself, e.g. at Fairfield. The pollution potential of this area is often moderated by high wind speeds.

Temperatures in the project area range from an average high of 89ºF in August to an average low of 37.6ºF in January. Rainfall averages almost 23 inches annually. General meteorological data for Solano County is measured at the Fairfield weather station.

Inversions A primary factor in air quality is the mixing depth (i.e., the vertical air column available for dilution of contaminant sources). In general, air temperature decreases with distance from the earth’s surface, creating a gradient from warmer air near the ground to cooler air at elevation. Under normal circumstances, the air close to the earth warms as it absorbs surface heat and begins to rise. Winds occur when cooler air rushes in to take the place of the rising warm air. The wind and upward movement of air causes “mixing” in the atmosphere and can carry away or dilute pollution. Inversions occur when a layer of warm air sits over cooler air, trapping the cooler air beneath. Over the Air Basin, the frequent occurrence of temperature inversions limits mixing depth and, consequently, limits the potential for dilution.

The main type of inversions that occur regularly in the Air Basin include shallow radiative inversions that occur primarily during the winter, and higher subsidence and advectional inversions that generally occur during the summer and fall.

Emissions Inventory An emissions inventory is an accounting of the amount of air pollution generated by various emissions sources located within a specific area. To identify the sources and estimate the quantities of pollution, the California Air Resources Board (ARB), in cooperation with local air districts, other government agencies, and industry, maintains an inventory of California emission sources. Sources are subdivided into the four major emission categories: mobile, stationary, area-wide, and natural sources.

Mobile sources include on-road sources and off-road mobile sources. The on-road emissions inventory, which includes automobiles, motorcycles, and trucks, is based on an estimation of population, activity, and emissions of the on-road motor vehicles used in California. The off-road emissions inventory is based on an estimate of the population, activity, and emissions of various off- road equipment, including recreational vehicles, farm and construction equipment, lawn and garden equipment, forklifts, locomotives, commercial marine ships, and marine pleasure craft.

Stationary sources are large, fixed sources of air pollution, such as power plants, refineries, and manufacturing facilities. Stationary sources also include aggregated point sources. These include

3.2-2 Michael Brandman Associates H:\Client (PN-JN)\2097\20970002\4 - DEIR\20970002_Sec03-02 AQ-GHG.doc City of Fairfield - Hawthorne Mill Project Draft EIR/EIS Air Quality and Greenhouse Gas Emissions many small point sources, or facilities, that are not inventoried individually but are estimated as a group and reported as a single-source category. Examples include gas stations and dry cleaners. Each of the local air districts estimates the emissions for the majority of stationary sources within its jurisdiction. Stationary source emissions are based on estimates made by facility operators and local air districts. Emissions from specific facilities can be identified by name and location.

Areawide sources include source categories associated with human activity that take place over a wide geographic area. Emissions from areawide sources may be either from small, individual sources, such as residential fireplaces, or from widely distributed sources that cannot be tied to a single location, such as consumer products usage, and dust from unpaved roads or farming operations (such as tilling).

Natural, or non-anthropogenic, sources include source categories with naturally occurring emissions such as geogenic (e.g., petroleum seeps), wildfires, and biogenic emissions from plants.

The 2008 emissions inventory for the portion of Solano County within the Air Basin is available in ARB’s 2009 Almanac Emission Projection Data. Table 3.2-1 summarizes the estimated 2008 emissions for the main pollutants of concern in the Air Basin portion of Solano County.

Table 3.2-1: 2008 Inventory, San Francisco Bay Area Air Basin portion of Solano County

Tons per Day Emission Category ROG NOx PM10 PM2.5 Stationary Sources 6.9 7.0 1.2 1.0 Areawide Sources 3.6 0.6 10.6 2.6 Mobile Sources 10.6 20.0 1.1 0.9 Natural Sources 2.6 — — — Total Solano County in San 23.7 27.6 12.9 4.5 Francisco Bay Area Source: ARB 2009a

ROG. Mobile sources contributed approximately 45 percent of the 2008 reactive organic gases (ROG) emissions. Stationary sources accounted for approximately 29 percent of the 2008 emissions inventory, with the majority of emissions generated by waste disposal sources, followed by cleaning and surface coatings operations at 11 percent and 9 percent of the total ROG inventory for the Air Basin-portion of Solano County.

NOx. Mobile sources generated the majority of oxides of nitrogen (NOx) emissions in Solano County at approximately 72 percent of the total NOx inventory. Stationary sources contributed approximately

25 percent of the NOx inventory, with stationary fuel combustion constituting the majority of stationary source emissions.

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PM10. For particulate matter smaller than 10 microns in diameter (PM10), areawide sources contributed more than 80 percent of the 2008 inventory. The main PM10-generating areawide sources include paved road dust, construction and demolition, and fugitive windblown dust.

PM2.5. Areawide sources contributed almost 58 percent of the 2008 inventory of particulate matter smaller than 2.5 microns in diameter (PM2.5). Stationary sources and mobile sources generated approximately 22 percent and 20 percent of the inventory, respectively. The main PM2.5-generating areawide source was residential fuel combustion.

Pollutants of Concern For reasons described below in the Regulatory Framework section, the criteria pollutants of greatest concern for the project area are ozone, PM10, and PM2.5. Although the Air Basin is in attainment of the carbon monoxide (CO) standards, there is a potential for CO hotspots on congested roadways and at congested intersections. Other pollutants of concern are toxic air contaminants, asbestos and greenhouse gases. The proposed project is not expected to produce air emissions containing hydrogen sulfide, sulfates, lead, and vinyl chloride; therefore, these pollutants will not be discussed.

Ozone Ozone is not emitted directly into the air, but is a regional pollutant formed by a photochemical reaction in the atmosphere. Ozone precursors, which include reactive organic gases (ROG) and NOx, react in the atmosphere in the presence of sunlight to form ozone. Because photochemical reaction rates depend on the intensity of ultraviolet light and air temperature, ozone is primarily a summer air pollution problem. Often, the effects of emitted ROG and NOx are felt a distance downwind of the emission sources. Ozone is subsequently considered a regional pollutant. Ground-level ozone is a respiratory irritant and an oxidant that increases susceptibility to respiratory infections and can cause substantial damage to vegetation and other materials.

Ozone can irritate lung airways and cause inflammation much like a sunburn. Other symptoms include wheezing, coughing, pain when taking a deep breath, and breathing difficulties during exercise or outdoor activities. People with respiratory problems are most vulnerable, but even healthy people who are active outdoors can be affected when ozone levels are high. Chronic ozone exposure can induce morphological (tissue) changes throughout the respiratory tract, particularly at the junction of the conducting airways and the gas exchange zone in the deep lung. Anyone who spends time outdoors in the summer is at risk, particularly children and other people who are more active outdoors. Even at very low levels, ground-level ozone triggers a variety of health problems, including aggravated asthma, reduced lung capacity, and increased susceptibility to such respiratory illnesses as pneumonia and bronchitis.

Ozone also damages vegetation and ecosystems. It leads to reduced agricultural crop and commercial forest yields; reduced growth and survivability of tree seedlings; and increased susceptibility to

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Reactive Organic Gases ROG are defined as any compound of carbon, excluding carbon monoxide, carbon dioxide, carbonic acid, metallic carbides or carbonates, and ammonium carbonate, which participate in atmospheric photochemical reactions. ROG consist of nonmethane hydrocarbons and oxygenated hydrocarbons. Hydrocarbons are organic compounds that contain only hydrogen and carbon atoms. Nonmethane hydrocarbons are hydrocarbons that do not contain the unreactive hydrocarbon methane. Oxygenated hydrocarbons are hydrocarbons with oxygenated functional groups attached.

There are no state or national ambient air quality standards for ROG because they are not classified as criteria pollutants. They are regulated, however, because a reduction in ROG emissions reduces certain chemical reactions that contribute to the formulation of ozone. ROG also are transformed into organic aerosols in the atmosphere, which contribute to higher PM10 levels and lower visibility.

Nitrogen Oxides

During combustion of fossil fuels, oxygen reacts with nitrogen to produce nitrogen oxides or NOx. This occurs primarily in motor vehicle internal combustion engines and fossil fuel-fired electric utility facilities and industrial boilers. The pollutant NOx is a concern because it is an ozone precursor, which means that it helps form ozone. When NOx and ROG are released in the atmosphere, they can chemically react with one another in the presence of sunlight and heat to form ozone. NOx can also be a precursor to PM10 and PM2.5.

Because NOx and ROG are ozone precursors, the health effects associated with ozone (as discussed above) are also indirect health effects associated with significant levels of NOx and ROG emissions.

Particulate Matter (PM10 and PM2.5) PM is the term for a mixture of solid particles and liquid droplets found in the air. Some particles, such as dust, dirt, soot, or smoke, are large or dark enough to be seen with the naked eye. Others are so small they can only be detected using an electron microscope.

Particle pollution includes “inhalable coarse particles,” with diameters larger than 2.5 micrometers and smaller than 10 micrometers and “fine particles,” with diameters that are 2.5 micrometers and smaller. For reference, PM2.5 is approximately one-thirtieth the size of the average human hair.

These particles come in many sizes and shapes and can be made up of hundreds of different chemicals. Some particles, known as primary particles, are emitted directly from a source, such as construction sites, unpaved roads, fields, smokestacks, or fires. Others form in complicated reactions in the atmosphere from chemicals such as sulfur dioxides and nitrogen oxides that are emitted from power plants, industrial activity, and automobiles. These particles, known as secondary particles, make up most of the fine particle pollution in the United States.

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Particle exposure can lead to a variety of health effects. For example, numerous studies link particle levels to increased hospital admissions and emergency room visits—and even to death from heart or lung diseases. Both long- and short-term particle exposures have been linked to health problems. Long-term exposures, such as those experienced by people living for many years in areas with high particle levels, have been associated with problems such as reduced lung function, the development of chronic bronchitis, and even premature death. Short-term exposures to particles (hours or days) can aggravate lung disease, causing asthma attacks and acute bronchitis, and may increase susceptibility to respiratory infections. In people with heart disease, short-term exposures have been linked to heart attacks and arrhythmias. Healthy children and adults have not been reported to suffer serious effects from short-term exposures, although they may experience temporary minor irritation when particle levels are elevated.

Carbon Monoxide CO is a colorless, odorless gas that is formed when carbon in fuel is not burned completely. It is a component of motor vehicle exhaust, which contributes about 56 percent of all CO emissions nationwide. Higher levels of CO generally occur in areas with heavy traffic congestion.

CO is a public health concern because it combines readily with hemoglobin, reducing the amount of oxygen transported in the bloodstream. High levels of CO can affect even healthy people. At extremely high levels, CO is poisonous and can cause death.

Motor vehicles are the dominant source of CO emissions in most areas. CO is described as having only a local influence because it dissipates quickly. High CO levels develop primarily during winter, when periods of light winds combine with the formation of ground-level temperature inversions (typically from the evening through early morning). These conditions result in reduced dispersion of vehicle emissions. Because CO is a product of incomplete combustion, motor vehicles exhibit increased CO emission rates at low air temperatures. High CO concentrations occur in areas of limited geographic size, sometimes referred to as hot spots.

Toxic Air Contaminants In addition to the above-listed criteria pollutants, toxic air contaminants (TACs), also known as hazardous air pollutants (HAPs), are another group of pollutants of concern. A TAC is defined as an air pollutant that may cause or contribute to an increase in mortality or serious illness, or that may pose a hazard to human health. TACs are usually present in minute quantities in the ambient air; however, their high toxicity or health risk may pose a threat to public health even at low concentrations. In general, for those TACs that may cause cancer, there is no concentration that does not present some risk. In other words, there is no threshold level below which adverse health impacts are not expected to occur. This contrasts with the criteria pollutants for which acceptable levels of exposure can be determined and for which the state and federal governments have set ambient air quality standards.

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According to the California Almanac of Emissions and Air Quality, the majority of the estimated health risk from TACs can be attributed to relatively few compounds, the most important being diesel particulate matter (DPM) from diesel-fueled engines.

Diesel Particulate Matter The ARB identified the PM emissions from diesel-fueled engines as a TAC in August 1998 under California’s TAC program. The State of California, after a 10-year research program, determined in 1998 that DPM from diesel-fueled engines is a human carcinogen and that chronic (long-term) inhalation exposure to DPM poses a chronic (long-term) health risk. Some short-term (acute) effects of diesel exhaust DPM exposure include eye, nose, throat, and lung irritation, and can cause coughs, headaches, light-headedness, and nausea. Studies have linked elevated particle levels in the air to increased hospital admissions, emergency room visits, asthma attacks, and premature deaths among those suffering from respiratory problems. Human studies on the carcinogenicity of DPM demonstrate an increased risk of lung cancer, although the increased risk cannot be clearly attributed to diesel exhaust exposure.

The California Office of Environmental Health Hazard Assessment (OEHHA) recommends using a 70- year exposure duration for determining residential cancer risks. The main source of DPM is combustion of diesel fuel in diesel-powered engines. DPM is emitted from both mobile and stationary sources. Such engines can include are in on-road vehicles such as diesel trucks, off-road construction vehicles, diesel electrical generators, and various pieces of stationary construction equipment.

Asbestos Asbestos is listed as a TAC by ARB and as a Hazardous Air Pollutant (HAP) by the EPA. Asbestos is of special concern in Solano County because it occurs naturally in surface deposits of several types of rock formations. Asbestos most commonly occurs in ultramafic rock that has undergone partial or complete alteration to serpentine rock (serpentinite) and often contains chrysotile asbestos. In addition, another form of asbestos, tremolite, can be found associated with ultramafic rock, particularly near faults. Crushing or breaking these rocks, through construction or other means, can release asbestoform fibers into the air. Asbestos emissions can result from the sale or use of asbestos- containing materials, road surfacing with such materials, grading activities, and surface mining.

The risk of disease is dependent upon the intensity and duration of exposure. When inhaled, asbestos fibers may remain in the lungs and with time may be linked to such diseases as asbestosis, lung cancer, and mesothelioma. The nearest known potential source of naturally occurring asbestos is the Franciscan complex located in the Sulfur Springs Mountain Range east of the City of Vallejo, located approximately 13 miles southwest of the proposed project boundary. The project is sufficiently far from the nearest known location of naturally occurring asbestos; therefore, disturbing naturally occurring asbestos during project construction is not a concern.

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Greenhouse Gases Gases that trap heat in the atmosphere are referred to as greenhouse gases. The effect is analogous to the way a greenhouse retains heat. Common greenhouse gases include water vapor, carbon dioxide, methane, nitrous oxides, chlorofluorocarbons, hydrofluorocarbons, perfluorocarbons, sulfur hexafluoride, ozone, and aerosols. Natural processes and human activities emit greenhouse gases. The presence of greenhouse gases in the atmosphere affects the earth’s temperature. Without the natural heat trapping effect of greenhouse gas, the earth’s surface would be about 34°C cooler. However, it is believed that emissions from human activities, such as electricity production and vehicle use, have elevated the concentration of these gases in the atmosphere beyond the level of naturally occurring concentrations.

Individual greenhouse gas compounds have varying global warming potential and atmospheric lifetimes. The global warming potential is the potential of a gas or aerosol to trap heat in the atmosphere, and is essentially a measurement of the radiative forcing of a greenhouse gas compared with the reference gas, carbon dioxide. Carbon dioxide has a global warming potential of one. Methane’s warming potential of 21 indicates that methane has a 21 times greater warming affect than carbon dioxide on a molecule per molecule basis.

The calculation of the carbon dioxide equivalent is a consistent methodology for comparing greenhouse gas emissions since it normalizes various greenhouse gas emissions to a consistent metric. A carbon dioxide equivalent is the mass emissions of an individual greenhouse gas multiplied by its global warming potential, using the formula:

MTCO2e = (tons of gas) x (global warming potential) x (0.9072 metric tons of gas)

Common greenhouse gases as defined by California Assembly Bill (AB) 32 are summarized in Table 3.2-2. Greenhouse gases not defined by AB 32 include water vapor, ozone, and aerosols. Water vapor is an important component of our climate system and is not regulated. Ozone and aerosols are short-lived greenhouse gases; global warming potentials for short-lived greenhouse gases are not defined by the IPCC. Aerosols can remain suspended in the atmosphere for about a week and can warm the atmosphere by absorbing heat and cool the atmosphere by reflecting light. Black carbon is a type of aerosol that can also cause warming from deposition on snow.

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Table 3.2-2: AB 32 Greenhouse Gases

Greenhouse Gas Description and Physical Properties Sources

Nitrous oxide (N2O) Nitrous oxide is also known as laughing Microbial processes in soil and water, gas and is a colorless greenhouse gas. It fuel combustion, and industrial has a lifetime of 114 years. GWP = 310. processes.

Methane (CH4) Methane is a flammable gas and is the Methane is extracted from geological main component of natural gas. It has a deposits (natural gas fields). Other sources lifetime of 12 years. GWP = 21. are landfills, fermentation of manure, decay of organic matter, and cattle. Carbon dioxide Carbon dioxide is an odorless, colorless, Natural sources include decomposition (CO2) natural greenhouse gas. GWP = 1. The of dead organic matter; respiration of concentration in 2005 was 379 ppm, bacteria, plants, animals, and fungus; which is an increase of about 1.4 ppm evaporation from oceans; and volcanic per year since 1960. outgassing. Anthropogenic sources are from burning coal, oil, natural gas, and wood. Chlorofluorocarbons CFCs are gases formed synthetically by CFCs were first synthesized in 1928 for (CFCs) replacing all hydrogen atoms in methane use as refrigerants, aerosol propellants, or ethane with chlorine and/or fluorine and cleaning solvents. They destroy atoms. CFCs are nontoxic, stratospheric ozone. The Montreal nonflammable, insoluble, and Protocol on Substances that Deplete the chemically unreactive in the troposphere Ozone Layer stopped their production in (the level of air at the earth’s surface). 1987. GWPs range from 3,800 to 8,100. Hydrofluorocarbons The HFCs with the largest measured HFCs are synthetic chemicals that are (HFCs) atmospheric concentrations are HFC-23 used as a substitute for CFCs in and HFC-134a (10 ppt) and HFC-152a applications such as automobile air (1 ppt). GWPs: HFC-23 = 11,700, HFC- conditioners and refrigerants. 134a = 1,300, HFC-152a = 140. Perfluorocarbons PFCs have stable molecular structures Two main sources of PFCs are primary (PFCs) and only break down by ultraviolet rays aluminum production and semiconductor about 60 kilometers above Earth’s manufacturing. surface. Because of this, PFCs have long lifetimes, between 10,000 and 50,000 years. GWPs range from 6,500 to 9,200. Sulfur hexafluoride Sulfur hexafluoride is an inorganic, This gas is man-made and used for odorless, colorless, and nontoxic, insulation in electric power transmission nonflammable gas. Concentrations in equipment, in the magnesium industry, the 1990s were about 4 ppt. It has a in semiconductor manufacturing, and as lifetime of 3,200 years. It has a high a tracer gas. GWP, 23,900. Notes: Measure of concentrations in atmosphere: ppm = parts per million; ppt = parts per trillion GWP = global warming potential Sources: Compiled from a variety of sources, including EPA 2006 and IPCC 2007.

The project may also emit greenhouse gases that are not defined by AB 32. For example, the project may generate aerosols. Aerosols are short-lived particles, as they remain in the atmosphere for about 1 week. Black carbon is a component of aerosol. Studies have indicated that black carbon has a high

Michael Brandman Associates 3.2-9 H:\Client (PN-JN)\2097\20970002\4 - DEIR\20970002_Sec03-02 AQ-GHG.doc City of Fairfield - Hawthorne Mill Project Air Quality and Greenhouse Gas Emissions Draft EIR/EIS global warming potential; however, the United Nations Intergovernmental Panel on Climate Change states that it has a low level of scientific certainty. Water vapor could be emitted from evaporated water used for landscaping, but this is not a significant impact because water vapor concentrations in the upper atmosphere are primarily due to climate feedbacks rather than emissions from project- related activities. The project would emit nitrogen oxides and volatile organic compounds, which are ozone precursors. Ozone is a greenhouse gas; however, unlike the other greenhouse gases, ozone in the troposphere is relatively short-lived and can be reduced in the troposphere on a daily basis. Stratospheric ozone can be reduced through reactions with other pollutants. Therefore, aerosols, water vapor, and ozone are not considered pollutants of concern for the project, and are not quantified or assessed in this document.

There are no adverse health effects from the concentration of greenhouse gases in the atmosphere at the current levels, with the exception of ozone and aerosols. The potential health effects of ozone and particulate matter are discussed in criteria pollutant analyses. At very high concentrations, carbon dioxide, methane, sulfur hexafluoride, and some chlorofluorocarbons can cause suffocation as the gases can displace oxygen.

Local Air Quality Ambient Air Quality Monitoring Existing local air quality, historical trends, and projections of air quality are usually best evaluated by reviewing relevant air pollutant concentrations from near the project area. The nearest ambient air monitoring stations are located in Vacaville, approximately 5 miles north of the project. However, the Vacaville monitoring stations are located in the Sacramento Valley Air Basin and are operated by the Yolo-Solano Air Quality Management District.

The BAAQMD operates an air monitoring station on Chadbourne Road in the City of Fairfield, approximately 6 miles southwest of the project. The Chadbourne Road ambient air monitoring station (Chadbourne Station) measures 1-hour and 8-hour ozone. The nearest Air Basin monitoring station that measures PM10 and PM2.5 is located in Vallejo, approximately 17.5 miles southwest of the project. The Vallejo air monitoring station also measures CO, sulfur dioxide, and nitrogen dioxide. Table 3.2-3 summarizes 2006 through 2008 published monitoring data from ARB’s Aerometric Data Analysis and Management System for the Chadbourne and Vallejo stations.

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Table 3.2-3: Air Quality Monitoring Summary

Year Averaging Air Pollutant Time Metric 2007 2008 2009 Chadbourne Station Ozone 1 Hour Max 1 Hour (ppm) 0.089 0.116 0.104 Days > CAAQS (0.09 ppm) 0 2 2 8 Hour Max 8 Hour (ppm) 0.068 0.090 0.085 Days > CAAQS (0.07 ppm) 0 2 5 Days > NAAQX (0.075 ppm) 0 1 2 Vallejo Station Particulate matter 24 Hour Annual Average (µg/m3) 18.9 * * (PM ) 10 Max 24 Hour (µg/m3) 52.4 43.6 * Est. Days > CAAQS(50 µg/m3) 12.5 * * Days > NAAQS (150 µg/m3) 0 0 0 Fine particulate 24 Hour Annual Average (µg/m3) 9.7 9.9 9.7 matter (PM ) 2.5 Max 24 Hour (µg/m3) 40.8 50.0 38.9 Est. Days > NAAQS (35 µg/m3) 12.1 7.1 5.4 Carbon monoxide 8 Hour* Max 8 Hour (ppm) 2.70 2.31 2.23 Days > CAAQS (9.0 ppm) 0 0 0 Days > NAAQS (9 ppm) 0 0 0 Nitrogen dioxide Annual Annual Average (ppm) 0.011 0.010 0.010 1 Hour Max 1 Hour (ppm) 0.058 0.067 0.049 Days > State Standard (0.18 ppm) 0 0 0 Sulfur dioxide 24 Hour Max 24 Hour (ppm) 0.004 0.003 0.003 Annual Average (ppm) 0.000 0.000 0.000 Abbreviations: > = exceed ppm = parts per million µg/m3 = micrograms per cubic meter ID = insufficient data ND = no data max = maximum CAAQS = California Ambient Air Quality Standard NAAQS = National Ambient Air Quality Standard Note: * CO 1 Hour: The station does not report 1-hour average CO concentrations, only 8-hour CO concentrations. Therefore, the 1-hour CO concentration was derived by dividing the 8-hour concentration by 0.7 (Caltrans 1997). Sources: ARB 2011.

Local Sources of Air Pollutants Nearby sources of air pollution include State Route 80 (SR-80) and SR-12, which are located approximately 2 miles northwest and south of the project, respectively. Travis Air Force Base is located approximately 1.5 miles south of the project. In addition, a rail line is directly adjacent to the

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Sensitive Receptors Certain populations, such as children, the elderly, and persons with preexisting respiratory or cardiovascular illness, are particularly sensitive to the health impacts of air pollution. For purposes of CEQA, BAAQMD considers a sensitive receptor to be a location that houses or attracts children, the elderly, people with illnesses, or others who are especially sensitive to the effects of air pollutants. Examples of sensitive receptors include hospitals, residences, convalescent facilities, and schools.

The project itself would contain sensitive receptors. In addition, the nearest sensitive receptors to the project are residences located to the southwest of the project. There are also residences located about 0.4 mile to the north. Schools within 1 mile of the project boundary include:

• Vanden High School 0.5 mile east • Community Day School 0.6 mile east • Travis Education Center 0.6 mile east • Golden West Middle School 0.7 mile east • Center Elementary 0.8 mile east • Tolenas Elementary 0.7 mile south • H. Glenn Richards Elementary 1 mile southwest • Laurel Creek Elementary 1 mile west

Alternative Transport Public transportation in the City of Fairfield is provided by the City’s Transportation Division of Public Works. The Transportation Division operates the Fairfield and Suisun Transit (FAST) bus service. FAST is operated under the umbrella of Solano Express, which are designated transit services that provide regional connections between cities in Solano County and neighboring counties. FAST connects the City with Vacaville, Davis, Dixon, Benicia, Pleasant Hill and Walnut Creek, and El Cerrito, and connects with the cities’ respective Bay Area Rapid Transit stations. A transit center operates at the Solano Mall, approximately 3 miles southwest of the project site. The closest existing bus route to the project site is FAST Route 4, which runs on Clay Bank Road between Cement Hill Road and E. Tabor Avenue, and is 0.5 mile west of the project site.

Other Solano Express routes that provide service to the Fairfield/Suisun area include the Rio Vista Delta Breeze and Vallejo Transit bus services that connect the City of Fairfield with Vallejo, East Bay, and Delta areas, as well as ferry terminals.

The Amtrak “Capitol Corridor,” “Coast Starlight,” and “California Zephyr” provides passenger rail service to the Suisun/Fairfield area. The Capitol corridor provides daily service between San Jose and the Sacramento Area, with intermediate stops in Hayward, Oakland, Richmond, Martinez,

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Suisun/Fairfield, and Davis. The Suisun/Fairfield Amtrak Station is located approximately 3 miles southwest of the project site.

Existing, non-motorized transportation infrastructure within the project vicinity includes planned bike paths. Class II bike lanes are planned on Peabody Road north of Air Base Parkway, and on Walters Road from south of the project site to Cement Hill road north of the project site. Class I Bike Paths are planned in the vicinity of the project site along Walters Road and along Cement Hill Road. More information on bicycle infrastructure is available in Section 4.14, Transportation and in the 2004 Solano Countywide Bicycle Plan.

Greenhouse Gas Emissions and Climate Change Greenhouse gases play a critical role in the Earth’s radiation budget by trapping infrared radiation emitted from the Earth’s surface, which would otherwise have escaped into space. Greenhouse gases are global pollutants, unlike criteria pollutants, which are pollutants of regional and local concern. Anthropogenic emissions of greenhouse gases in excess of natural ambient concentrations are widely held to be responsible for the enhancement of the greenhouse effect, leading to a trend of unnatural warming of the Earth’s natural climate, known as global warming or climate change. Emissions of these gases that may contribute to inducing or exacerbating global warming are attributable to activities associated with the industrial/manufacturing, utilities, transportation, residential, and agricultural sectors.

Potential Environmental Effects Climate change is a change in the average weather of the earth that is measured by alterations in wind patterns, storms, precipitation, and temperature. These changes are assessed using historical records of temperature changes occurring in the past, such as during previous ice ages. Many of the concerns regarding climate change use this data to extrapolate a level of statistical significance specifically focusing on temperature records from the last 150 years (the Industrial Age) that differ from previous climate changes in rate and magnitude.

The United Nations Intergovernmental Panel on Climate Change constructed several emission trajectories of greenhouse gases needed to stabilize global temperatures and climate change impacts. The Intergovernmental Panel on Climate Change predicted that global mean temperature change from 1990 to 2100, given six scenarios, could range from 1.1 degrees Celsius (°C) to 6.4°C. Regardless of analytical methodology, global average temperatures and sea levels are expected to rise under all scenarios.

In California, climate change may result in consequences such as the following (from CCCC 2006 and Moser et al. 2009):

• A reduction in the quality and supply of water to the State from the Sierra snowpack. If heat-trapping emissions continue unabated, more precipitation will fall as rain instead of snow,

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and the snow that does fall will melt earlier, reducing the Sierra Nevada spring snowpack by as much as 70 to 90 percent. This can lead to challenges in securing adequate water supplies. It can also lead to a potential reduction in hydropower.

• Increased risk of large wildfires. If precipitation increases as temperatures rise, wildfires in the grasslands and chaparral ecosystems of southern California are expected to increase by approximately 30 percent toward the end of the 21st century because more winter rain will stimulate the growth of more plant “fuel” available to burn in the fall. In contrast, a hotter, drier climate could promote up to 90 percent more northern California fires by the end of the century by drying out and increasing the flammability of forest vegetation.

• Reductions in the quality and quantity of certain agricultural products. The crops and products likely to be adversely affected include wine grapes, fruit, nuts, and milk.

• Exacerbation of air quality problems. If temperatures rise to the medium warming range, there could be 75 to 85 percent more days with weather conducive to ozone formation in Los Angeles and the San Joaquin Valley, relative to today’s conditions. This is more than twice the increase expected if rising temperatures remain in the lower warming range. This increase in air quality problems could result in an increase in asthma and other health-related problems

• A rise in sea levels resulting in the displacement of coastal businesses and residences. During the past century, sea levels along California’s coast have risen about seven inches. If heat-trapping emissions continue unabated and temperatures rise into the higher warming range, sea level is expected to rise an additional 22 to 35 inches by the end of the century. Elevations of this magnitude would inundate coastal areas with salt water, accelerate coastal erosion, threaten vital levees and inland water systems, and disrupt wetlands and natural habitats.

• An increase temperature and extreme weather events. Climate change is expected to lead to increases in the frequency, intensity, and duration of extreme heat events and heat waves in California. More heat waves can exacerbate chronic disease or heat-related illness.

• A decrease in the health and productivity of California’s forests. In forests, climate change can cause an increase in wildfires, an enhanced insect population, and establishment of non- native species.

Although the effects of global climate change have been determined to be occurring at some rate, it would be too speculative at the time of this analysis to determine the reasonably foreseeable impact of global climate change on these processes. In addition, it would be even more speculative to accurately assess those processes affecting the proposed project. Therefore, the potential for these processes to affect the proposed project are discussed. However, defining specific impacts associated with global climate change on the proposed project would be speculative at this time.

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Inundation by Sea Level Rise The Pacific Institute, with support from the California Energy Commission, California Department of Transportation, and the Ocean Protection Council, prepared impact maps showing the potential extent of coastal flooding and erosion under one scenario that involved a sea level rise of 1.4 meters (55 inches). This scenario represents the medium to high greenhouse gas emissions scenarios, but does not reflect the worst-case that could occur. The scenario estimates that the 1.4-meter sea level rise would occur by 2100. The impact maps were prepared for and are available in the document Impacts of Sea-Level Rise on the California Coast.

The project site is located north of the “Denverton” and northeast of the “Fairfield South” impact maps. As shown on the Denverton and Fairfield South impact maps, the projected sea level rise inundation scenarios would cover just beyond the current coastal base flood extent. The area of inundation for the sea level rise scenario extends to portions north of SR-12, covering large tracts of land south of SR-12. However, the area predicted to be inundated by the sea level rise scenario ends approximately 2 miles south of the project boundary.

As stated in Impacts of Sea-Level Rise on the California Coast, the maps were created to quantify risk over a large geographic area. As such, they should not be used to assess actual impacts on specific locations. As stated above, the sea level rise scenario is expected occur by 2100.

Greenhouse Gas Inventory

Total worldwide greenhouse gas emissions were estimated to be 49,000 million MTCO2e in 2004. In

2004, greenhouse gas emissions in the U.S. were 7,074.4 million MTCO2e.

According to the ARB’s recent greenhouse gas inventory for the State, the single largest source of greenhouse gases in California is transportation, contributing 37 percent of the State’s total greenhouse gas emissions in 2008. Electricity generation (both in and out of state) is the second largest source, contributing 25 percent of the State’s greenhouse gas emissions. The inventory for California’s greenhouse gas emissions between 2000 and 2008, by even years, is presented in Table 3.2-4.

Table 3.2-4: California Greenhouse Gas Inventory by Economic Sector 2000–2008

Emissions MMTCO2e

Main Sector* 2000 2002 2004 2006 2008 Agriculture & Forestry 25.63 28.61 29.01 30.08 28.25 Commercial 12.80 14.44 13.20 13.01 14.69 Electricity Generation (Imports) 44.31 56.00 62.92 51.68 61.58 Electricity Generation (In state) 60.76 51.57 58.09 56.99 55.74

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Table 3.2-4 (cont.): California Greenhouse Gas Inventory by Economic Sector 2000–2008

Emissions MMTCO2e

Main Sector* 2000 2002 2004 2006 2008 Industrial 104.56 103.57 97.76 97.80 100.03 Not Specified 8.72 10.26 11.85 13.18 14.02 Residential 30.13 29.35 29.34 28.46 28.45 Transportation 171.13 180.36 181.71 184.11 174.99 Total 458.03 474.15 483.88 475.31 477.74 Note: * Excludes military sector, aviation, and international marine bunker fuel. Source: ARB 2010.

Under the current “business as usual” scenario, statewide emissions are increasing at a rate of approximately 1 percent per year as noted below:

• 1990: 427 MMTCO2e

• 2004: 480 MMTCO2e

• 2008: 495 MMTCO2e

• 2020: 596 MMTCO2e

The BAAQMD has prepared an emission inventory of pollutants contributing to climate change (i.e., greenhouse gases. The Greenhouse Gas Source Inventory estimates direct and indirect emissions from sources within the District’s jurisdiction for the following gases: carbon dioxide, methane, nitrous oxides, hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride.

The emissions inventory estimates greenhouse gas emissions produced by the San Francisco Bay Area in 2007. This inventory updates the BAAQMD’s previous greenhouse gas emissions inventory for base year 2002 (published in November 2006). All activity data has been updated to reflect current industrial activity, motor vehicle travel, and economic and population growth. Most of the methodologies for calculating emissions remain the same with some exceptions:

• Emissions from electricity consumed in the Bay Area but generated outside the region is now included;

• Emissions for high global warming potential gases such as hydrofluorocarbons and Perfluorocarbons used as refrigerants etc. are now included;

• More complete oil refiner process emissions are included;

• Certain off-road equipment, such as construction and industrial is now reported separately;

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• Ship emissions are now calculated for travel within 100 miles of California’s coastline rather than 3 miles to be consistent with the Air District’s criteria pollutant inventory; and,

• Biogenic CO2 emissions are calculated but not included in the total CO2 equivalent estimates for the region.

The inventory found that the majority of greenhouse gas emissions in the Bay Area were generated by the transportation sector and industrial and commercial sector, with each contributing approximately 36 percent of the total emissions inventory.

In 2007, the portion of Solano County in the BAAQMD’s jurisdiction emitted 5.7 million MTCO2e, which is 5.9 percent of the greenhouse gas emissions in the Air Basin. Approximately 2.9 million

MTCO2e originated from the industrial/commercial sector, which includes oil refineries, turbines, natural gas, and waste management. Approximately 1.8 million MTCO2e originated from the transportation sector (on-road vehicles, military aircraft, and ships).

3.2.3 - Regulatory Framework Air pollutants are regulated at the national, state, and air basin level; each agency has a different level of regulatory responsibility. The United States Environmental Protection Agency (EPA) regulates at the national level. The ARB regulates at the state level and BAAQMD regulates at the air basin level.

Criteria Pollutants Federal and State EPA is responsible for global, international, national, and interstate air pollution issues and policies. EPA sets national vehicle and stationary source emission standards, oversees approval of all State Implementation Plans, provides research and guidance in air pollution programs, and sets National Ambient Air Quality Standards (NAAQS), also known as federal standards. There are national standards for six common air pollutants, called criteria air pollutants, which were identified resulting from provisions of the Clean Air Act of 1970. The six criteria pollutants are:

• Ozone

• Particulate matter (PM10 and PM2.5) • Nitrogen dioxide • Carbon monoxide (CO) • Lead • Sulfur dioxide

The NAAQS were set to protect public health, including that of sensitive individuals; thus, the standards continue to change as more medical research is available regarding the health effects of the criteria pollutants.

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The State Implementation Plan for the State of California is administered by ARB, which has overall responsibility for statewide air quality maintenance and air pollution prevention. A State Implementation Plan is prepared by each state describing existing air quality conditions and measures that will be followed to attain and maintain NAAQS. The State Implementation Plan incorporates individual federal attainment plans for regional air districts such as the BAAQMD. Federal attainment plans prepared by each air district are sent to ARB to be approved and incorporated into the California State Implementation Plan. Federal attainment plans include the technical foundation for understanding air quality (e.g., emission inventories and air quality monitoring) control measures and strategies and enforcement mechanisms.

ARB also administers California Ambient Air Quality Standards (CAAQS) for the ten air pollutants designated in the California Clean Air Act. The ten state air pollutants are the six criteria pollutants listed above as well as visibility reducing particulates, hydrogen sulfide, sulfates, and vinyl chloride. The national and California ambient air quality standards are summarized in Table 3.2-5.

Table 3.2-5: National and California Ambient Air Quality Standards

Air Pollutant Averaging Time California Standard National Standard 1-hour 0.09 ppm — Ozone 8-hour 0.070 ppm 0.075 ppm 24-hour 50 µg/m3 150 µg/m3 Particulate matter (PM10) Mean 20 µg/m3 — 24-hour — 35 µg/m3 Particulate matter (PM2.5) Mean 12 µg/m3 15.0 µg/m3 1-hour 20 ppm 35 ppm Carbon monoxide (CO) 8-hour 9.0 ppm 9 ppm 1-hour 0.18 ppm 0.100 ppm Nitrogen dioxide (NO2) Mean 0.030 ppm 0.053 ppm 1-hour 0.25 ppm 0.075 ppm Sulfur dioxide (SO2) 24-hour 0.04 ppm — 30-day 1.5 µg/m3 —

3 Lead Quarter — 1.5 µg/m Rolling 3-month — 0.15 µg/m3 average Hydrogen sulfide 1-hour 0.03 ppm — Sulfates 24-hour 25 µg/m3 — Vinyl chloride1 24-hour 0.01 ppm —

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Table 3.2-5 (cont.): National and California Ambient Air Quality Standards

Air Pollutant Averaging Time California Standard National Standard Notes: 1 The ARB has identified vinyl chloride as toxic air contaminant (TAC) with no threshold level of exposure for adverse health effects. Therefore, the vinyl chloride the standard is not a threshold but is the minimum detectable limit. These actions allow for the implementation of control measures at levels below the ambient concentrations specified for these pollutants. Abbreviations: ppm = parts per million (concentration) µg/m3 = micrograms per cubic meter Mean = Annual Arithmetic Mean 30-day = 30-day average Quarter = Calendar year quarter Source: ARB 2010b.

California Air Resources Board Regulations ARB Airborne Toxic Control Measure to Limit Diesel-Fueled Commercial Motor Vehicle Idling adopts new section 2485 within Chapter 10, Article 1, Division 3, title 13 in the California Code of Regulations. The measure limits the idling of diesel vehicles to reduce emissions of toxics and criteria pollutants. The driver of any vehicle subject to this section: (1) shall not idle the vehicle’s primary diesel engine for greater than five minutes at any location; and (2) shall not idle a diesel- fueled auxiliary power system for more than five minutes to power a heater, air conditioner, or any ancillary equipment on the vehicle if it has a sleeper berth and the truck is located within 100 feet of a restricted area (homes and schools).

ARB Final Regulation Order, Requirements to Reduce Idling Emissions from New and In-Use Trucks requires that new 2008 and subsequent model-year heavy-duty diesel engines be equipped with an engine shutdown system that automatically shuts down the engine after 300 seconds of continuous idling operation once the vehicle is stopped, the transmission is set to “neutral” or “park,” and the parking brake is engaged. If the parking brake is not engaged, then the engine shutdown system shall shut down the engine after 900 seconds of continuous idling operation once the vehicle is stopped and the transmission is set to “neutral” or “park.” Any project trucks manufactured after 2008 would be consistent with this rule, which would ultimately reduce air emissions.

ARB Regulation for In-Use Off-Road Diesel Vehicles. On July 26, 2007, the ARB adopted a regulation to reduce diesel particulate matter and NOx emissions from in-use (existing) off-road heavy-duty diesel vehicles in California. Such vehicles are used in construction, mining, and industrial operations. The regulation imposed limits on idling, buying older off-road diesel vehicles, and selling vehicles beginning in 2008; requires all vehicles to be reported to ARB and labeled in 2009; and then in 2010 begins gradual requirements for fleets to clean up their fleet by getting rid of older engines, using newer engines, and installing exhaust retrofits. The regulation requires equipment to be retrofitted or retired. The regulation takes effect in phases, requiring the largest fleets to comply by 2010, medium fleets by 2013, and smaller fleets by 2015.

Statewide Truck and Bus Rule. On December 12, 2008, the ARB approved a new regulation to significantly reduce emissions from existing on-road diesel vehicles operating in California. The

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Bay Area Air Quality Management District The BAAQMD regulates air quality in the Air Basin, which consists of the entirety of Alameda, Contra Costa, Marin, Napa, San Francisco, San Mateo, and Santa Clara counties; the western portion of Solano County; and the southern portion of Sonoma County. The BAAQMD is responsible for controlling and permitting industrial pollution sources (such as power plants, refineries, and manufacturing operations) and widespread, areawide sources (such as bakeries, dry cleaners, service stations, and commercial paint applicators), and for adopting local air quality plans and rules.

Attainment Status There are three terms used to describe if an air basin is exceeding or meeting federal and state standards: Attainment, Nonattainment, and Unclassified. Entire air basins, or portions thereof, are assessed for each applicable standard and receive a designation for each standard based on that assessment. If an ambient air quality standard is exceeded, the air basin is designated as “nonattainment” for that pollutant. An air basin is designated as “attainment” for pollutants that for which the standards are met. If there is inadequate or inconclusive data to make a definitive attainment designation for an air quality standard, the air basin is considered “unclassified.”

Federal nonattainment areas are further divided into classifications—severe, serious, or moderate—as a function of deviation from standards.

The current attainment designations for the project area are shown in Table 3.2-6. As shown in Table

3.2-6, the Air Basin is in nonattainment for ozone, PM10, and PM2.5.

Table 3.2-6: Bay Area Air Basin Attainment Status

Pollutant State Status National Status

Ozone Nonattainment Nonattainment

Carbon monoxide Attainment Attainment

Nitrogen dioxide Attainment Attainment

Sulfur dioxide Attainment Attainment

PM10 Nonattainment Unclassified

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Table 3.2-6 (cont.): Bay Area Air Basin Attainment Status

Pollutant State Status National Status

PM2.5 Nonattainment Nonattainment

Lead Attainment Attainment

Sulfates Attainment

Hydrogen sulfide Unclassified No national standards

Visibility-reducing particles Unclassified

Source: BAAQMD 2010b.

Current Air Quality Plans As described above under federal and state regulatory agencies, a State Implementation Plan is a federal requirement; each state prepares a State Implementation Plan to describe existing air quality conditions and measures that will be followed to attain and maintain the national standards. In addition in California, state ozone standards have planning requirements. However, state PM10 standards have no attainment planning requirements, but air districts must demonstrate that all measures feasible for the area have been adopted.

Ozone Plans Because the Air Basin is nonattainment for the federal and state ozone standards, the BAAQMD prepared an Ozone Attainment Demonstration Plan to satisfy the federal 1-hour ozone planning requirement and a Clean Air Plan to satisfy the state 1-hour ozone planning requirement.

As stated above in Attainment Status, EPA revoked the 1-hour ozone standard and adopted an 8-hour ozone standard. EPA is currently finalizing planning requirements for the new standard. The BAAQMD will address the new federal 8-hour ozone planning requirements once they are established.

On September 15, 2010, the BAAQMD adopted the final Bay Area 2010 Clean Air Plan, and certified its Final Environmental Impact Report. The 2010 Clean Air Plan was prepared by BAAQMD in cooperation with the Metropolitan Transportation Commission and the Association of Bay Area Governments. The 2010 Clean Air Plan builds from and incorporates components of the BAAQMD’s 2005 Ozone Strategy, and identifies how the Air Basin will achieve compliance with the state 1-hour air quality standard for ozone as expeditiously as practicable and how the region will reduce transport of ozone and ozone precursors to neighboring air basins. The 2010 Clean Air Plan serves to:

• Update the Bay Area 2005 Ozone Strategy in accordance with the requirements of the California Clean Air Act to implement “all feasible measures” to reduce ozone.

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• Provide a control strategy to reduce ozone, particulate matter (PM), air toxics, and greenhouse gases in a single, integrated plan.

• Review progress in improving air quality in recent years.

• Establish emission control measures to be adopted or implemented in the 2010 to 2012 timeframe.

Particulate Matter Plans

The Air Basin is designated nonattainment for the state PM10 and PM2.5 standards, but it is currently in attainment for the federal PM10 standard. The EPA lowered the 24-hour PM2.5 standard from 3 3 65µg/m to 35 µg/m in 2006, and designated the Air Basin as nonattainment for the new PM2.5 standard effective December 14, 2009. The BAAQMD has up to 3 years to prepare and submit a

PM2.5 attainment plan to the EPA. The SIP for the new PM2.5 standard must be submitted to the EPA by December 14, 2012.

The BAAQMD Board adopted the Particulate Matter Implementation Schedule, in response to requirements from SB 656, on November 9, 2005.

Applicable Rules The BAAQMD establishes and administers a program of rules and regulations that are air plans, as described above, to attain and maintain state and national air quality standards. The rules and regulations that apply to this project include but are not limited to the following:

• Regulation 2, Rule 2. New Source Review. This rule requires any new source resulting in an increase of any criteria pollutant to be evaluated for adherence to Best Available Control Technology (BACT) control technologies. For compression internal combustion engines, BACT requires that the generator be fired on “California Diesel Fuel” (fuel oil with a sulfur content less than 0.05 percent by weight and less than 20 percent by volume of aromatic hydrocarbons). All stationary internal combustion engines larger than 50 horsepower must obtain a Permit to Operate. If the engine is diesel fueled, then it must also comply with the BAAQMD- administered Statewide Air Toxics Control Measure for Stationary Diesel Engines.

• Regulation 2, Rule 5. New Source Review of Toxic Air Contaminants. This rule applies to preconstruction review of new and modified sources of toxic air contaminants, contains project health risk limits, and requires Toxics Best Available Control Technology.

• Regulation 6, Rule 2. Commercial Cooking Equipment. The purpose of this rule is to reduce emissions from commercial cooking equipment, and it applies to chain-driving or under-fired charbroilers.

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• Regulation 8, Rule 3. Architectural Coatings. This rule governs the manufacture, distribution, and sale of architectural coatings and limits the ROG content in paints and paint solvents. Although this rule does not directly apply to the project, it does dictate the ROG content of paint available for use during the construction.

• Regulation 8, Rule 15. Emulsified and Liquid Asphalts. Although this rule does not directly apply to the project, it does dictate the ROG content of asphalt available for use during the construction through regulating the sale and use of asphalt and limits the ROG content in asphalt.

Local City of Fairfield General Plan The General Plan establishes the principles and policies associated with air quality in various elements:

• Circulation (CI) Element policies 5.1, 5.3, 6.1, 6.8, 9.2, 9.3, 9.4, 9.5, 9.8, 9.11, 9.12, 10.1, 10.2, 10.3, 10.6, 10.7, 10.8, and 12.3 would help to reduce air quality-related emissions.

• Land Use (LU) policies 1.2, 1.3, 4.2, 13.2, 18.2, and 18.3 would reduce air quality-related emissions.

• Open Space, Conservation, and Recreation Element (OS) policies 8.1, 8.3, 8.5, 8.6, 8.7, 11.2, and 11.3 would reduce air quality emissions.

• Housing Opportunity (HO) policies 1.4, 8.1, and 8.2 would reduce emissions.

• Public Facilities (PF) policies 4.8, 7.1, 7.2, and 13.1 in the Public Facilities and Services Element would reduce emissions.

Refer to the Land Use and Planning, Section 3.10, for a full description and project consistency with the policies.

The following Urban Design (UD) Policies also would reduce emissions:

• Policy UD 3.2: Promote pedestrian and bicycle orientation through separated sidewalks, bicycle paths, interior walkways, planting of canopy trees adjacent to pedestrian paths, etc. • Objective UD 6: Utilize extensive landscaping to beautify Fairfield’s urban areas. • Policy UD 6.1: Preserve existing significant trees and extensively plant new trees where appropriate. • Policy UD 6.2: Landscape materials should consist of drought resistant plant varieties complementary to the area. • Objective UD 7: Encourage more efficient use of nonresidential land.

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• Policy UD 7.1: Develop guidelines for new community commercial centers that encourage: A minimum Floor Area Ratio of .5; 60% of arterial frontage and 100% of street front have building within ten feet of the property line; and 20% of the square footage be housing. • Policy UD 7.3: Encourage shared use of parking facilities and promote planning for land uses that can utilize the same parking area at different times.

Climate Change/Greenhouse Gas Regulation Federal Greenhouse Gas Endangerment On December 7, 2009, the EPA Administrator signed two distinct findings regarding greenhouse gases under Section 202(a) of the Clean Air Act: (1) Current and projected concentrations of the six key well-mixed greenhouse gases—carbon dioxide, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride—in the atmosphere threaten the public health and welfare of current and future generations. (2) The combined emissions of these well-mixed greenhouse gases from new motor vehicles and new motor vehicle engines contribute to the greenhouse gas pollution which threatens public health and welfare.

Mandatory Reporting of Greenhouse Gases. The Consolidated Appropriations Act of 2008, passed in December 2007, required the establishment of mandatory greenhouse gas reporting requirements. On September 22, 2009, the EPA issued the Final Mandatory Reporting of Greenhouse Gases Rule. The rule requires reporting of greenhouse gas emissions from large sources and suppliers in the United States, and is intended to collect accurate and timely emissions data to inform future policy decisions. Under the rule, suppliers of fossil fuels or industrial greenhouse gases, manufacturers of vehicles and engines, and facilities that emit 25,000 metric tons or more per year of greenhouse gas emissions are required to submit annual reports to the EPA.

On-Road Vehicles Massachusetts v. EPA (Supreme Court Case 05-1120) was argued before the United States Supreme Court on November 29, 2006, in which it was petitioned that the EPA regulate four greenhouse gases, including carbon dioxide, under Section 202(a)(1) of the Clean Air Act. A decision was made on April 2, 2007, in which the Supreme Court held that petitioners have a standing to challenge the EPA and that the EPA has statutory authority to regulate greenhouse gases emissions from new motor vehicles. However, there is neither federal legislation nor regulation that requires reductions in CO2 or other greenhouse gas emissions at this time.

Congress first passed the Corporate Average Fuel Economy law in 1975 to increase the fuel economy of cars and light trucks. The law has become more stringent over time. On May 19, 2009, President Obama put in motion a new national policy to increase fuel economy for all new cars and trucks sold in the United States. On April 1, 2010, the EPA and the Department of Transportation’s National Highway Safety Administration announced a joint final rule establishing a national program that

3.2-24 Michael Brandman Associates H:\Client (PN-JN)\2097\20970002\4 - DEIR\20970002_Sec03-02 AQ-GHG.doc City of Fairfield - Hawthorne Mill Project Draft EIR/EIS Air Quality and Greenhouse Gas Emissions would reduce greenhouse gas emissions and improve fuel economy for new cars and trucks sold in the United States. The GHG emissions standards for light-duty vehicles took effect on January 2, 2011.

The first phase of the national program would apply to passenger cars, light-duty trucks, and medium- duty passenger vehicles, covering model years 2012 through 2016. They require these vehicles to meet an estimated combined average emissions level of 250 grams of carbon dioxide per mile, equivalent to 35.5 miles per gallon if the automobile industry were to meet this carbon dioxide level solely through fuel economy improvements. Together, these standards would cut carbon dioxide emissions by an estimated 960 million metric tons and 1.8 billion barrels of oil over the lifetime of the vehicles sold under the program (model years 2012-2016). The EPA and the National Highway Safety Administration will now begin working on a second-phase joint rulemaking to establish national standards for light-duty vehicles for model years 2017 and beyond.

On October 25, 2010, the EPA and the U.S. Department of Transportation proposed the first national standards to reduce greenhouse gas emissions and improve fuel efficiency of heavy-duty trucks and buses. For combination tractors, the agencies are proposing engine and vehicle standards that begin in the 2014 model year and achieve up to a 20 percent reduction in carbon dioxide emissions and fuel consumption by the 2018 model year. For heavy-duty pickup trucks and vans, the agencies are proposing separate gasoline and diesel truck standards, which phase in starting in the 2014 model year and achieve up to a 10 percent reduction for gasoline vehicles and 15 percent reduction for diesel vehicles by 2018 model year (12 and 17 percent respectively if accounting for air conditioning leakage). Lastly, for vocational vehicles, the agencies are proposing engine and vehicle standards starting in the 2014 model year, which would achieve up to a 10 percent reduction in fuel consumption and carbon dioxide emissions by 2018 model year.

Stationary Sources The EPA issued a final rule on May 13, 2010 that establishes thresholds for greenhouse gas emissions (GHG) that define when permits under the New Source Review Prevention of Significant Deterioration (PSD) and title V Operating Permit programs are required for new and existing industrial facilities. This final rule “tailors” the requirements of these CAA permitting programs to limit which facilities will be required to obtain PSD and title V permits. In the Preamble to the revisions to the federal code of regulations, EPA states:

This rulemaking is necessary because without it PSD and title V requirements would apply, as of January 2, 2011, at the 100 or 250 tons per year (tpy) levels provided under the CAA, greatly increasing the number of required permits, imposing undue costs on small sources, overwhelming the resources of permitting authorities, and severely impairing the functioning of the programs. EPA is relieving these resource burdens by phasing in the applicability of these programs to GHG sources, starting with the largest GHG emitters. This rule establishes two initial steps of the phase-in.

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The rule also commits the agency to take certain actions on future steps addressing smaller sources, but excludes certain smaller sources from PSD and title V permitting for GHG emissions until at least April 30, 2016.

EPA estimates that facilities responsible for nearly 70 percent of the national greenhouse gas emissions from stationary sources will be subject to permitting requirements under this rule. This includes the nation’s largest greenhouse gas emitters—power plants, refineries, and cement production facilities.

State There has been significant legislative and regulatory activities that affect climate change and greenhouse in the State of California, as discussed below:

Executive Order S-3-05. On June 1, 2005, the Governor issued Executive Order S 3-05 which set the following greenhouse gas emission reduction targets:

• By 2010, reduce greenhouse gas emissions to 2000 levels; • By 2020, reduce greenhouse gas emissions to 1990 levels; • By 2050, reduce greenhouse gas emissions to 80 percent below 1990 levels.

The 2050 reduction goal represents what scientists believe is necessary to reach levels that will stabilize the climate. The 2020 goal was established to be an aggressive, but achievable, mid-term target. The CAT’s Report to the Governor in 2006 contains recommendations and strategies to help ensure the 2020 targets in Executive Order S-3-05 are met.

Low Carbon Fuel Standard - Executive Order S-01-07. The Governor signed Executive Order S- 01-07 on January 18, 2007. The order mandates that a statewide goal shall be established to reduce the carbon intensity of California’s transportation fuels by at least 10 percent by 2020. In particular, the executive order established a Low-Carbon Fuel Standard and directed the Secretary for Environmental Protection to coordinate the actions of the California Energy Commission, the ARB, the University of California, and other agencies to develop and propose protocols for measuring the “life-cycle carbon intensity” of transportation fuels. This analysis supporting development of the protocols was included in the State Implementation Plan for alternative fuels (State Alternative Fuels Plan adopted by California Energy Commission on December 24, 2007) and was submitted to ARB for consideration as an “early action” item under AB 32. The ARB adopted the Low Carbon Fuel Standard on April 23, 2009.

Pavley Regulations. California AB 1493, enacted on July 22, 2002, required the ARB to develop and adopt regulations that reduce greenhouse gases emitted by passenger vehicles and light duty trucks. The regulation was stalled by automaker lawsuits and by the EPA’s denial of an implementation waiver. On January 21, 2009, the ARB requested that the EPA reconsider its

3.2-26 Michael Brandman Associates H:\Client (PN-JN)\2097\20970002\4 - DEIR\20970002_Sec03-02 AQ-GHG.doc City of Fairfield - Hawthorne Mill Project Draft EIR/EIS Air Quality and Greenhouse Gas Emissions previous waiver denial. On January 26, 2009, President Obama directed that the EPA assess whether the denial of the waiver was appropriate. On June 30, 2009, the EPA granted the waiver request, which begins with motor vehicles in the 2009 model year.

The standards phase in during the 2009 through 2016 model years. When fully phased in, the near term (2009-2012) standards will result in about a 22-percent reduction compared with the 2002 fleet, and the mid-term (2013-2016) standards will result in about a 30-percent reduction. Several technologies stand out as providing significant reductions in emissions at favorable costs. These include discrete variable valve lift or camless valve actuation to optimize valve operation rather than relying on fixed valve timing and lift as has historically been done; turbocharging to boost power and allow for engine downsizing; improved multi-speed transmissions; and improved air conditioning systems that operate optimally, leak less, and/or use an alternative refrigerant.

SB 97. Passed in August 2007, SB 97 added Section 21083.05 to the Public Resources Code. The code states “(a) On or before July 1, 2009, the Office of Planning and Research shall prepare, develop, and transmit to the Resources Agency guidelines for the mitigation of greenhouse gas emissions or the effects of greenhouse gas emissions as required by this division, including, but not limited to, effects associated with transportation or energy consumption. (b) On or before January 1, 2010, the Resources Agency shall certify and adopt guidelines prepared and developed by the Office of Planning and Research pursuant to subdivision (a).” Section 21097 was also added to the Public Resources Code.

On April 13, 2009, Governor’s Office of Planning and Research (OPR) submitted to the Secretary for Natural Resources its recommended amendments to the CEQA Guidelines for addressing greenhouse gas emissions, as required by SB 97. On February 16, 2010, the Office of Administrative Law approved the CEQA Amendments, and filed them with the Secretary of State for inclusion in the California Code of Regulations. The CEQA Amendments became effective on March 18, 2010, and are discussed below.

The CEQA Amendments provide guidance to public agencies regarding the analysis and mitigation of the effects of greenhouse gas emissions in draft CEQA documents. The CEQA amendments fit within the existing CEQA framework by amending existing CEQA Guidelines to reference climate change.

A new section, CEQA Guidelines Section 15064.4, was added to assist agencies in determining the significance of greenhouse gas emissions. The new section allows agencies the discretion to determine whether a quantitative or qualitative analysis is best for a particular project. Importantly, however, little guidance is offered on the crucial next step in this assessment process—how to determine whether the project’s estimated greenhouse gas emissions are significant or cumulatively considerable.

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Also amended were CEQA Guidelines Sections 15126.4 and 15130, which address mitigation measures and cumulative impacts respectively. Greenhouse gas mitigation measures are referenced in general terms, but no specific measures are championed. The revision to the cumulative impact discussion requirement (Section 15130) simply directs agencies to analyze greenhouse gas emissions in an EIR when a project’s incremental contribution of emissions may be cumulatively considerable; however, it does not answer the question of when emissions are cumulatively considerable.

Section 15183.5 permits programmatic greenhouse gas analysis and later project-specific tiering, as well as the preparation of Greenhouse Gas Reduction Plans. Compliance with such plans can support a determination that a project’s cumulative effect is not cumulatively considerable, according to proposed Section 15183.5(b).

AB 32. In 2006, the California State Legislature enacted the California Global Warming Solutions Act of 2006, also known as AB 32. AB 32 focuses on reducing greenhouse gas emissions in California, and requires that greenhouse gases emitted in California be reduced to 1990 levels by the year 2020. Greenhouse gases, as defined under AB 32, include carbon dioxide, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride. The ARB is the state agency charged with monitoring and regulating sources of emissions of greenhouse gases that cause global warming in order to reduce emissions of greenhouse gases.

ARB approved a 1990 greenhouse gas emissions level of 427 million metric tons of carbon dioxide equivalent (MMTCO2e), on December 6, 2007. Therefore, emissions generated in California in 2020 are required be equal to or less than 427 MMTCO2e. In comparison, California would generate an estimated 596 MMTCO2e in 2020 under the “business as usual” scenario.

Under AB 32, ARB published its Final Expanded List of Early Action Measures to Reduce Greenhouse Gas Emissions in California in October 2007. Discrete early action measures are currently underway or are enforceable by January 1, 2010. ARB has 44 early action measures that apply to the transportation, commercial, forestry, agriculture, cement, oil and gas, fire suppression, fuels, education, energy efficiency, electricity, and waste sectors. Of those early action measures, nine are considered discrete early action measures, as they are regulatory and enforceable by January 1, 2010. ARB estimates that the 44 recommendations are expected to result in reductions of at least

42 MMTCO2e by 2020, representing approximately 25 percent of the 2020 target.

The ARB Board approved a Climate Change Scoping Plan in December 2008. The Scoping Plan contains measures designed to reduce the State’s emissions to 1990 levels by the year 2020. The Scoping Plan identifies recommended measures for multiple greenhouse gas emission sectors and the associated emission reductions needed to achieve the year 2020 emissions target—each sector has a different emission reduction target. Most of the measures target the transportation and electricity sectors. As stated in the Scoping Plan, the key elements of the strategy for achieving the 2020 greenhouse gas target include:

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• Expanding and strengthening existing energy efficiency programs as well as building and appliance standards;

• Achieving a statewide renewable energy mix of 33 percent;

• Developing a California cap-and-trade program that links with other Western Climate Initiative partner programs to create a regional market system;

• Establishing targets for transportation-related greenhouse gas emissions for regions throughout California and pursuing policies and incentives to achieve those targets;

• Adopting and implementing measures pursuant to existing state laws and policies, including California’s clean car standards, goods movement measures, and the Low Carbon Fuel Standard; and

• Creating targeted fees, including a public goods charge on water use, fees on high global warming potential gases, and a fee to fund the administrative costs of the State’s long-term commitment to AB 32 implementation.

In addition, the Scoping Plan differentiates between “capped” and “uncapped” strategies. Capped strategies are subject to the proposed cap-and-trade program. The Scoping Plan states that the inclusion of these emissions within the cap-and trade program will help ensure that the year 2020 emission targets are met despite some degree of uncertainty in the emission reduction estimates for any individual measure. Implementation of the capped strategies is calculated to achieve a sufficient amount of reductions by 2020 to achieve the emission target contained in AB 32. Uncapped strategies will not be subject to the cap-and-trade emissions caps and requirements, and they are provided as a margin of safety by accounting for additional greenhouse gas emission reductions.

SB 375 passed the Senate on August 30, 2008 and was signed by the Governor on September 30, 2008. According to SB 375, the transportation sector is the largest contributor of greenhouse gas emissions and contributes over 40 percent of the greenhouse gas emissions in California; automobiles and light trucks alone contribute almost 30 percent. SB 375 states, “Without improved land use and transportation policy, California will not be able to achieve the goals of AB 32.” SB 375 does the following: (1) it requires metropolitan planning organizations to include sustainable community strategies in their regional transportation plans for reducing greenhouse gas emissions, (2) it aligns planning for transportation and housing, and (3) it creates specified incentives for the implementation of the strategies.

SB 375 requires ARB to develop regional greenhouse gas emission reduction targets for passenger vehicles. ARB is to establish targets for 2020 and 2035 for each region covered by one of the State’s 18 metropolitan planning organizations (MPOs). Each of California’s MPOs then prepare a “sustainable communities strategy (SCS)” that demonstrates how the region will meet its greenhouse gas reduction target through integrated land use, housing and transportation planning. Once adopted

Michael Brandman Associates 3.2-29 H:\Client (PN-JN)\2097\20970002\4 - DEIR\20970002_Sec03-02 AQ-GHG.doc City of Fairfield - Hawthorne Mill Project Air Quality and Greenhouse Gas Emissions Draft EIR/EIS by the MPO, the SCS will be incorporated into that region’s federally enforceable regional transportation plan (RTP).

ARB is also required to review each final SCS to determine whether it would, if implemented, achieve the greenhouse gas emission reduction target for its region. If the combination of measures in the SCS will not meet the region’s target, the MPO must prepare a separate “alternative planning strategy (APS)” to meet the target. The APS is not a part of the RTP.

On August 9, 2010, ARB announced the following proposed greenhouse gas reduction targets for passenger vehicles for 2020 and 2035 for the Metropolitan Transportation Commission region, which covers the nine-county San Francisco Bay Area (as reductions in per capita emissions relative to 2005):

• GHG Reduction Targets for 2020 = 7 percent • GHG Reduction Targets for 2035 = 15 percent

The above recommended targets were proposed by the Metropolitan Transportation Commission for its region. ARB’s recommended targets were adopted September 23, 2010. As regional sustainable communities strategies and alternative planning strategies are developed b the MPOs, detailed environmental impact analyses of the region-specific strategies that will be used by the MPO to achieve the Proposed Targets, including discussion of the nature and extent of specific environmental impacts of plans and measures, and of alternatives and mitigation measures, must be performed by the MPOs as part of the normal RTP development and adoption process pursuant to CEQA. It is anticipated that the adoption date for Metropolitan Transportation Commission’s next RTP will be in April 2013.

Concerning CEQA, SB 375 Section 21159.28 states that CEQA findings determinations for certain projects are not required to reference, describe, or discuss: 1) growth inducing impacts or 2) any project-specific or cumulative impacts from cars and light-duty truck trips generated by the project on global warming or the regional transportation network if the project:

1. Is in an area with an approved sustainable communities strategy or an alternative planning strategy that the ARB accepts as achieving the greenhouse gas emission reduction targets.

2. Is consistent with that strategy (in designation, density, building intensity, and applicable policies).

3. Incorporates the mitigation measures required by an applicable prior environmental document.

Executive Order S-13-08. Executive Order S-13-08 indicates that “climate change in California during the next century is expected to shift precipitation patterns, accelerate sea level rise and

3.2-30 Michael Brandman Associates H:\Client (PN-JN)\2097\20970002\4 - DEIR\20970002_Sec03-02 AQ-GHG.doc City of Fairfield - Hawthorne Mill Project Draft EIR/EIS Air Quality and Greenhouse Gas Emissions increase temperatures, thereby posing a serious threat to California’s economy, to the health and welfare of its population and to its natural resources.” Pursuant to the requirements in the order, in December 2009, the California Natural Resources Agency released its 2009 California Climate Adaptation Strategy. The Strategy is the “…first statewide, multi-sector, region-specific, and information-based climate change adaptation strategy in the United States.” Objectives include analyzing risks of climate change in California, identifying and exploring strategies to adapt to climate change, and specifying a direction for future research.

Title 24. Title 24, also known as the California Building Standards Code, consists of a compilation of building standards from a variety of sources, and contains the following 12 parts, including electrical code, plumbing code, historical building code, and fire code. The California Building Standards Commission administers the rulemaking process for Title 24, and is responsible for processes related to the adoption, approval, publication, and implementation of California’s building codes. The Title 24 provides the minimum standard that buildings need to meet in order to be certified for occupancy. Enforcement is generally through the local building official.

Although not originally intended to reduce greenhouse gases, Part 6 of Title 24, the California Energy Code, reduces energy consumption by residential an nonresidential buildings in California. Energy efficient buildings require less electricity; therefore, increased energy efficiency reduces fossil fuel consumption and decreases greenhouse gas emissions.

The California Building Standards Code is updated annually, and republished in its entirety every three years, to allow consideration and possible incorporation of new energy efficient technologies and methods. The term “Title 24” is often used to reference the California’s building energy standards. The current version of Part 6, California Energy Code, is the 2008 Standards, which became effective January 1, 2010.

California Green Building Standards. On January 12, 2010, the State Building Standards Commission adopted updates to the California Green Building Standards (CALGreen) Code, which became effective January 1, 2011. The CALGreen Code is Part 11 of the official compilation of Title 24, as discussed above. The CALGreen Code contains mandatory measures for residential and nonresidential buildings, as well as two “tiers” of voluntary measures. Although considered voluntary by the State of California, the CALGreen Code does not prevent a local jurisdiction from requiring implementation of the tiers at the local level, as state law provides methods for local enhancements, or from adopting a more stringent code.

The CALGreen Code recognizes that many jurisdictions have developed existing construction and demolition ordinances, and defers to them as the ruling guidance provided they provide a minimum 50-percent diversion requirement. The CALGreen Code also provides exemptions for areas not served by construction and demolition recycling infrastructure.

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The CALGreen Code’s mandatory measures for nonresidential buildings include but are not limited to (code section in parentheses):

• Short-term bicycle parking. If the project is anticipated to generate visitor traffic, provide permanently anchored bicycle racks within 200 feet of the visitors’ entrance, readily visible to passers-by, for 5 percent of visitor motorized vehicle parking capacity, with a minimum of one two-bike capacity rack (5.106.4.1).

• Long-term bicycle parking. For buildings with over 10 tenant-occupants, provide secure bicycle parking for 5 percent of tenant-occupied motorized vehicle parking capacity, with a minimum of one space (5.106.4.2).

• Designated parking. Provide designated parking for any combination of low-emitting, fuel- efficient and carpool/van pool vehicles as shown in Table 5.106.6.2 (5.106.5.2).

• 20 percent indoor water use savings. A schedule of plumbing fixtures and fixture fittings that will reduce the overall use of potable water within the building by 20 percent shall be provided, as calculate by the CALGreen Water Use Worksheets (5.303.2).

• Wastewater reduction. Each building shall reduce the generation of wastewater by one of the following methods: 1. The installation of water-conserving fixtures or 2. Utilizing nonpotable water systems (5.303.4).

• Construction Waste Management Plan. Prepare a construction waste management plan or meet local ordinance, whichever is more stringent, and submit it to an enforcement authority. The plan shall be to recycle and/or salvage for reuse a minimum 50-percent of nonhazardous construction and demolition debris. All (100 percent) of trees, stumps, rocks and associated vegetation and soils resulting from land clearing shall be reused or recycled.

• Recycling by Occupants. Provide readily accessible areas within multi-tenant buildings that are identified for the depositing, storage and collection of nonhazardous materials for recycling.

• Irrigation Efficiency. Moisture-sensing irrigation systems for larger landscaped areas.

• Materials Pollution Control. Low-pollutant emitting interior finish materials such as paints, carpet, vinyl flooring and particle board.

• Building Commissioning. Mandatory inspections of energy systems (e.g., heat furnace, air conditioner, mechanical equipment) for nonresidential buildings over 10,000 square feet to ensure that all are working at their maximum capacity according to their design efficiencies.

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BAAQMD In 2005, the BAAQMD launched its Climate Protection Program with a resolution establishing the Program and acknowledging the link between climate protection and programs to reduce air pollution in the Air Basin. The BAAQMD Board of Directors also formed a standing Committee on Climate Protection to provide direction on BAAQMD climate protection activities. The central element of the Climate Protection Program is the integration of climate protection activities into existing BAAQMD programs.

On May 21, 2008, the BAAQMD adopted a measure that applies a fee schedule for greenhouse gas emissions that applies to all BAAQMD-permitted facilities with greenhouse gas emissions. Facilities and businesses that are currently required to submit an air quality permit to operate are required to pay 4.4 cents per metric ton of greenhouse gas emissions on their permit bill. The fee was enacted to help fund a portion of the BAAQMD’s climate protection work, specifically the fee will go towards the BAAQMD’s Climate Protection Program activities related to stationary sources.

The BAAQMD included thresholds of significance for operational emissions in its updated California Environmental Quality Act Air Quality Guidelines. These guidelines and recommended thresholds are discussed in detail in the impact assessments below.

Local City of Fairfield The City of Fairfield does not currently have a formal greenhouse gas reduction plan.

County of Solano The County of Solano released the Solano Draft Climate Action Plan in January 2011. The goal of the Draft Climate Action Plan is to reduce unincorporated Solano County’s communitywide greenhouse gas emissions by 20 percent below 2005 (“baseline”) emission levels by the year 2020. This plan does not apply to the proposed project.

3.2.4 - Methodology The project’s air quality impacts were evaluated in accordance with the guidance set forth by the BAAQMD’s 2010 CEQA Air Quality Guidelines. Operational emissions for the project were modeled using URBEMIS 2007 and the BAAQMD’s BGM model. Operational motor vehicle emissions were evaluated using the trip generation rates specified in Section 3.14, Transportation and Circulation of this Draft EIR/EIS and the project’s Traffic Impact Analysis prepared by Kimley-Horn and Associates, Inc. (2009). Data used included average daily trip generation and intersection volumes. Emissions output for construction and operational emissions are provided in Appendix B.

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3.2.5 - Thresholds of Significance According to Appendix G, Environmental Checklist, of the CEQA Guidelines, air quality impacts resulting from the implementation of the proposed project would be considered significant if the project would:

Where available, the significance criteria established by the applicable air quality management or air pollution control district may be relied upon to make the following determinations.

Would the project: a.) Conflict with or obstruct implementation of the applicable air quality plan?

b.) Violate any air quality standard or contribute substantially to an existing or projected air quality violation?

c.) Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment under an applicable federal or state ambient air quality standard (including releasing emissions, which exceed quantitative thresholds for ozone precursors)?

d.) Expose sensitive receptors to substantial pollutant concentrations?

e.) Create objectionable odors affecting a substantial number of people?

According to Appendix G, Environmental Checklist, of the CEQA Guidelines, greenhouse gas emissions impacts resulting from the implementation of the proposed project would be considered significant if the project would:

a.) Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment?

b.) Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases?

3.2.6 - Environmental Impacts and Mitigation Measures This section discusses potential impacts associated with the development of the project and provides mitigation measures where appropriate.

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Violation of an Air Quality Standard – Construction Emissions

Impact AIR-1: Emissions during construction may exceed the BAAQMD’s significance thresholds.

Thresholds Localized Pollutants Construction-related emissions are generally short-term in duration but may still cause adverse air quality impacts. The BAAQMD considers PM10 the pollutant of greatest concern from construction activities. PM10 emissions can result from a variety of construction activities, including excavation, grading, demolition, pile driving, vehicle travel on paved and unpaved surfaces, and vehicle and equipment exhaust. BAAQMD is concerned that construction-related emissions can cause substantial increases in localized concentrations of PM10 and can lead to adverse health effects, as well as nuisance concerns such as reduced visibility and soiling of exposed surfaces.

The BAAQMD does not have a quantitative threshold for PM10 or fugitive dust. However, the BAAQMD does recommend minimizing fugitive dust during project construction to avoid localized impacts to nearby receptors. Therefore, the BAAQMD recommends inclusion of the fugitive dust control measures identified in its Air Quality Guidelines.

Regional Pollutants The BAAQMD has determined that a project-level exceedance of the thresholds presented in Table 3.2-7 would have significant adverse impact on the air quality in the Air Basin by jeopardizing the Air Basin’s attainment of the federal standards. Therefore, projects within the Air Basin with construction emissions in excess of any of the thresholds listed in Table 3.2-7 are considered to have a significant regional air quality impact.

Table 3.2-7: BAAQMD Mass Construction Thresholds

Pollutant Threshold Reactive organic gases (ROG) 54 lbs per day

Nitrogen oxides (NOx) 54 lbs per day

PM10 (Exhaust) 82 lbs per day

PM2.5 (Exhaust) 54 lbs per day Abbreviation: lbs = pounds Source: BAAQMD 2010.

Alternative 1: No Action Impact Analysis Under the No Action Alternative, no development would occur on the project site. Therefore, no construction activity would take place that would result in air pollutant emissions. No impacts are anticipated.

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Level of Significance Before Mitigation No impact.

Mitigation Measures No mitigation is necessary.

Level of Significance After Mitigation No impact.

Alternative 2: Proposed Project/Proposed Action Impact Analysis Construction emissions can vary substantially from day to day, depending on the level of activity, the specific type of operation, and prevailing weather conditions. Construction emissions result from onsite and offsite activities. Onsite emissions principally consist of exhaust emissions (NOx, SOx,

CO, ROG, PM10, and PM2.5) from heavy-duty construction equipment, motor vehicle operation, and fugitive dust (mainly PM10) from disturbed soil. Additionally, paving operations and application of architectural coatings would release ROG emissions. Offsite emissions are caused by motor vehicle exhaust from delivery vehicles, worker traffic, and road dust (PM10 and PM2.5).

Some construction details are known at this time. The phasing of residential dwelling units was provided by the applicant. URBEMIS default construction equipment was used for this analysis. The default construction phase durations were used for all phases except mass grading for the stormwater basins. Mass grading of the project sites and construction of the stormwater basins was assumed to occur concurrently. However, it was assumed that fine grading of the sites would not begin until after mass grading activity is completed. Construction of each stormwater basin was assumed to take approximately 42 days. Construction activities were assumed to be competed within the year noted. Table 3.2-8 and Table 3.2-9 contain the construction phasing assumptions. It was assumed that mass grading and fine grading would not occur concurrently. The assumptions and construction phasing is presented based on current known information; the construction schedule may differ. In addition, the soils will be balanced onsite. Construction of the stormwater basins will involve:

• 2.7 acres, 21,800 cubic yards excavated (Hawthorne Mill West) • 4.7 acres, 37,900 cubic yards excavated (Hawthorne Mill East)

Note that although construction and operation will occur at the same time, the BAAQMD indicated that the construction emissions should be compared with the construction thresholds and the operational emissions compared with the operational thresholds.

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Table 3.2-8: Mass Grading Phasing

Acres Graded

Analysis Year Hawthorne Mill West Hawthorne Mill East Total Acres Graded 2013 32.5 0.0 32.5 2014 0.0 108.9* 108.9 2015 0.0 0.0 0.0 2016 0.0 0.0 0.0 Total 32.5 108.9 141.4 Note: * Acreage includes all residential, mixed use retail, parks an open space, stormwater features, recreation center and right of way acreage. Does not include habitat conservation area. Although project is not expected to break ground until after 2013, the use of earlier years provides for a conservative analysis, as the air quality model assumes that construction fleet becomes cleaner over time. Source: Edenbridge, 2011.

Table 3.2-9: Fine Grading and Construction Phasing

Hawthorne Mill West Hawthorne Mill East* Analysis Year Acres Graded Units Constructed Acres Graded Units Constructed 2013 10.0 94 SFR 0.0 0 2014 8.3 78 SFR 13.8 119 SFR 2015 0.0 0 33.1 285 SFR 2016 0.0 0 11.3 97 SFR 6.5 324 HDR 5.4** 7,000 sf Commercial 26,200 sf Shopping Center Notes: SFR = single family residential HDR = high density residential sf = square feet * No fine grading activity is assumed for parks and open space, storm water features, right of way or habitat conservation area. ** Includes the Commercial, Mixed Use Retail, and Recreation Center acreages Although project is not expected to break ground until after 2013, the use of earlier years provides for a conservative analysis, as the air quality model assumes that construction fleet becomes cleaner over time. Source: Edenbridge, 2011.

Localized Pollutants

As stated in the BAAQMD’s Guidance, PM10 and PM2.5 from construction dust are evaluated separately from PM10 and PM2.5 from exhaust. For construction dust, the BAAQMD recommends incorporation of best management practices (BMPs) to reduce localized dust impacts to less than significant. As BMPs for construction-generated dust are not addressed in the project’s description, it

Michael Brandman Associates 3.2-37 H:\Client (PN-JN)\2097\20970002\4 - DEIR\20970002_Sec03-02 AQ-GHG.doc City of Fairfield - Hawthorne Mill Project Air Quality and Greenhouse Gas Emissions Draft EIR/EIS is assumed that the project would not incorporate BMPs. Therefore, without application of BMPs, this impact is potentially significant. Incorporation of Mitigation Measures AIR-1a will reduce this impact to less than significant.

Regional Pollutants Table 3.2-10, Table 3.2-11, Table 3.2-12, and Table 3.2-13 display construction emissions for 2013,

2014, 2015, and 2016, respectively. As shown in the tables, construction emissions of ROG and NOx will exceed the significance thresholds in one or more years. ROG exceedances are directly attributable to emissions from architectural coatings activities. In 2014, the NOx threshold is exceeded during the combined mass grading of the Hawthorne Mill East site and retention basin.

Specifically, the ROG and NOx thresholds are exceeded during the building and coating activities for Phase 2, Phase 3 and Phase 4 or the proposed project. Phase 1 construction activities would not exceed the BAAQMD’s mass thresholds. In addition, all phases are less than significant for PM10 and

PM2.5 exhaust emissions. Mitigation Measure AIR-1 is proposed to reduce dust-related emissions to below a level of significance in accordance with BAAQMD’s guidance. Dust abatement measures would reduce emissions primarily from the mass grading activities of each phase.

Table 3.2-10: 2013 Construction Emissions

Emissions (pounds per day)

PM10 PM2.5 Phase, Construction Activity ROG NOx Exhaust Exhaust Hawthorne Mill West Mass grading 2.58 20.61 0.99 0.91 Mass grading – retention basin 3.54 27.82 1.41 1.30 Fine grading 2.58 20.61 0.99 0.91 Asphalt 2.97 15.21 1.22 1.12 Building 3.36 15.94 1.04 0.95 Architectural Coating 271.92 0.14 0.01 0.01 Maximum daily emissions 275.28 48.43 2.40 2.21 BAAQMD Threshold 54 54 82 54 Significant Impact? Yes No No No Notes: ROG = reactive organic gases; NOx = oxides of nitrogen; PM10 and PM2.5 = particulate matter * Maximum daily emissions refer to the maximum emissions that would occur in one day. Not all phases would occur concurrently; therefore, the maximum daily emissions are not a summation of the daily emissions of all phases. Emissions in bold are the emissions contributing to the maximum daily emissions. Although project is not expected to break ground until after 2013, the use of earlier years provides for a conservative analysis, as the air quality model assumes that construction fleet becomes cleaner over time. Source: Michael Brandman Associates, 2011.

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Table 3.2-11: 2014 Construction Emissions

Emissions (pounds per day)

PM10 PM2.5 Phase, Construction Activity ROG NOx Exhaust Exhaust Hawthorne Mill East Mass grading 2.44 19.12 0.89 0.82 Mass grading – retention basin 7.51 59.76 2.79 2.56 Fine grading 2.44 19.12 0.89 0.82 Asphalt 3.38 16.52 1.29 1.19 Building 3.18 15.26 0.95 0.87 Architectural Coating 344.23 0.16 0.01 0.01 Hawthorne Mill West Fine grading 2.44 19.12 0.89 0.82 Asphalt 2.70 14.09 1.11 1.02 Building 2.99 14.47 0.91 0.83 Architectural Coating 225.63 0.10 0.01 0.01 Maximum daily emissions 576.03 78.88 4.18 3.84 BAAQMD Threshold 54 54 82 54 Significant Impact? Yes Yes No No Notes: ROG = reactive organic gases; NOx = oxides of nitrogen; PM10 and PM2.5 = particulate matter * Maximum daily emissions refer to the maximum emissions that would occur in one day. Not all phases would occur concurrently; therefore, the maximum daily emissions are not a summation of the daily emissions of all phases. Emissions in bold are the emissions contributing to the maximum daily emissions. Source: Michael Brandman Associates, 2011 (URBEMIS output).

Table 3.2-12: 2015 Construction Emissions

Emissions (pounds per day)

PM10 PM2.5 Phase, Construction Activity ROG NOx Exhaust Exhaust Hawthorne Mill East Fine grading 3.11 23.75 1.16 1.07 Asphalt 4.25 15.53 1.12 1.03 Building 3.58 16.91 1.04 0.95 Architectural Coating 824.39 0.34 0.03 0.02 Maximum daily emissions 827.96 39.28 2.28 2.09

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Table 3.2-12 (cont.): 2015 Construction Emissions

Emissions (pounds per day)

PM10 PM2.5 Phase, Construction Activity ROG NOx Exhaust Exhaust BAAQMD Threshold 54 54 82 54 Significant Impact? Yes No No No Notes: ROG = reactive organic gases; NOx = oxides of nitrogen; PM10 and PM2.5 = particulate matter * Maximum daily emissions refer to the maximum emissions that would occur in one day. Not all phases would occur concurrently; therefore, the maximum daily emissions are not a summation of the daily emissions of all phases. Emissions in bold are the emissions contributing to the maximum daily emissions. Source: Michael Brandman Associates, 2011 (URBEMIS output).

Table 3.2-13: 2016 Construction Emissions

Emissions (pounds per day)

PM10 PM2.5 Phase, Construction Activity ROG NOx Exhaust Exhaust Hawthorne Mill East Fine grading 2.93 21.82 1.07 0.98 Asphalt 3.41 13.36 0.98 0.90 Building 3.39 17.13 1.01 0.91 Architectural Coating 807.51 0.30 0.03 0.02 Maximum daily emissions 810.90 35.18 2.05 1.88 BAAQMD Threshold 54 54 82 54 Significant Impact? Yes No No No Notes: ROG = reactive organic gases; NOx = oxides of nitrogen; PM10 and PM2.5 = particulate matter * Maximum daily emissions refer to the maximum emissions that would occur in one day. Not all phases would occur concurrently; therefore, the maximum daily emissions are not a summation of the daily emissions of all phases. Emissions in bold are the emissions contributing to the maximum daily emissions. Source: Michael Brandman Associates, 2011 (URBEMIS output).

Level of Significance Before Mitigation Potentially significant impact.

Mitigation Measures MM AIR-1a During construction activities, the following air pollution control measures shall be implemented to reduce fugitive dust:

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• Exposed surfaces (e.g., parking areas, staging areas, soil piles, graded areas, and unpaved access roads) shall be watered two times per day, or more as needed. • All haul trucks transporting soil, sand, or other loose material offsite shall be covered • All visible mud or dirt track-out onto adjacent public roads shall be removed using wet power vacuum street sweepers at least once per day. The use of dry power sweeping is prohibited. • All vehicle speeds on unpaved roads and surfaces shall be limited to 15 mph. • All roadways, driveways, and sidewalks shall be paved as soon as possible. • A publicly visible sign shall be posted with the telephone number and person to contact at the City of Fairfield regarding dust complaints. This person shall respond and take corrective action within 48 hours of a complaint or issue notification. The BAAQMD’s phone number shall also be visible to ensure compliance with applicable regulations.

MM AIR-1b The following measures shall be implemented during all mass grading activities for

Hawthorne Mill East to reduce NOx exhaust emissions from construction equipment:

1. Utilize construction fleet equipment certified to ARB Tier 3 standards to the extent required to achieve a minimum 35-percent reduction compared with the statewide fleet average for all scrapers, tractors, loaders and dozers. 2. Utilize construction fleet equipment certified to ARB Tier 3 standards to the extent required to achieve a minimum of 30-percent reduction compared with the statewide fleet average for all diesel-fueled off-road equipment with greater than 50 brake horse power.

MM AIR-1c During all fine grading and paving activities for Hawthorne Mill East and Hawthorne Mill West when fine grading occurs for both components within the same year to reduce exhaust emissions from construction equipment: Utilize construction fleet equipment certified to ARB Tier 3 standards to the extent required to achieve a minimum 35-percent reduction compared with the statewide fleet average for all graders, tractors, loaders, dozers, pavers, and paving equipment.

MM AIR-1d During the architectural coating phase for Hawthorne Mill East and Hawthorne Mill West, the applicant shall require that the construction contractor use low volatile organic compound (VOC) coatings for all residential and non-residential facilities. Such coatings contain no more than 50 grams of VOC per liter of paint.

Level of Significance After Mitigation Less than significant impact.

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As shown in Table 3.2-14, Table 3.2-15, Table 3.2-16, and Table 3.2-17, emissions of ROG and NOx are reduced to less than significant with implementation of mitigation measures. The main reduction in NOx is from the use of lower-emitting off-road equipment that meets ARB Tier 3 standards for offroad equipment (Mitigation Measures AIR-1b and AIR-1c). The main reduction in ROG is from the use of zero VOC paints (Mitigation MeasureAIR-1d). Fugitive dust is reduced to less than significant with implementation of Mitigation Measure AIR-1a, consistent with BAAQMD’s guidance.

Table 3.2-14: 2013 Construction Emissions (Mitigated)

Emissions (pounds per day) Phase, Construction Activity ROG NOx Hawthorne Mill West Mass grading 2.58 20.61 Mass grading – retention basin 3.54 27.82 Fine grading 2.58 20.61 Asphalt 2.97 15.21 Building 3.36 15.94 Architectural Coating 5.52 0.14 Maximum daily emissions 8.88 35.82 BAAQMD Threshold 54 54 Significant Impact? No No Notes: ROG = reactive organic gases; NOx = oxides of nitrogen; PM10 and PM2.5 = particulate matter * Maximum daily emissions refer to the maximum emissions that would occur in one day. Not all phases would occur concurrently; therefore, the maximum daily emissions are not a summation of the daily emissions of all phases. Emissions in bold are the emissions contributing to the maximum daily emissions. Source: Michael Brandman Associates, 2013.

Table 3.2-15: 2014 Construction Emissions (Mitigated)

Emissions (pounds per day) Phase, Construction Activity ROG NOx Hawthorne Mill East Mass grading 2.44 12.82 Mass grading – retention basin 7.51 39.53 Fine grading 2.44 13.69 Asphalt 3.38 12.58

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Table 3.2-15 (cont.): 2014 Construction Emissions (Mitigated)

Emissions (pounds per day) Phase, Construction Activity ROG NOx Building 3.18 15.26 Architectural Coating 6.97 0.16 Hawthorne Mill West Fine grading 2.44 19.12 Asphalt 2.70 14.09 Building 2.99 14.47 Architectural Coating 4.57 0.10 Maximum daily emissions 17.71 52.35 BAAQMD Threshold 54 54 Significant Impact? No No Notes: ROG = reactive organic gases; NOx = oxides of nitrogen; PM10 and PM2.5 = particulate matter * Maximum daily emissions refer to the maximum emissions that would occur in one day. Not all phases would occur concurrently; therefore, the maximum daily emissions are not a summation of the daily emissions of all phases. Emissions in bold are the emissions contributing to the maximum daily emissions. Source: Michael Brandman Associates, 2013.

Table 3.2-16: 2015 Construction Emissions (Mitigated)

Emissions (pounds per day) Phase, Construction Activity ROG NOx Hawthorne Mill East Fine grading 3.11 23.75 Asphalt 4.25 15.53 Building 3.58 16.91 Architectural Coating 16.68 0.34 Maximum daily emissions 20.25 39.28 BAAQMD Threshold 54 54 Significant Impact? No No Notes: ROG = reactive organic gases; NOx = oxides of nitrogen; PM10 and PM2.5 = particulate matter * Maximum daily emissions refer to the maximum emissions that would occur in one day. Not all phases would occur concurrently; therefore, the maximum daily emissions are not a summation of the daily emissions of all phases. Emissions in bold are the emissions contributing to the maximum daily emissions. Source: Michael Brandman Associates, 2013.

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Table 3.2-17: 2016 Construction Emissions (Mitigated)

Emissions (pounds per day) Phase, Construction Activity ROG NOx Hawthorne Mill East Fine grading 2.93 21.82 Asphalt 3.41 13.36 Building 3.39 17.13 Architectural Coating 16.32 0.30 Maximum daily emissions 19.71 35.18 BAAQMD Threshold 54 54 Significant Impact? No No Notes: ROG = reactive organic gases; NOx = oxides of nitrogen; PM10 and PM2.5 = particulate matter * Maximum daily emissions refer to the maximum emissions that would occur in one day. Not all phases would occur concurrently; therefore, the maximum daily emissions are not a summation of the daily emissions of all phases. Emissions in bold are the emissions contributing to the maximum daily emissions. Source: Michael Brandman Associates, 2013.

Alternative 3: Reduced Aquatic Impacts Impact Analysis Under this alternative, the area of disturbance would reduce by approximately 20 acres, resulting in a smaller footprint for ground disturbing activities, and the project would construct 176 fewer single- family detached housing units in the Hawthorne Mill East area.

For the purposes of analysis, it was assumed that the single-family unit reduction would occur in year 2015. Table 3.2-18 and Table 3.2-19 contain the construction phasing assumptions; changes from the proposed project/proposed action are bolded for easier identification.

Table 3.2-18: Alternative 3 Mass Grading Phasing

Acres Graded

Analysis Year Hawthorne Mill West Hawthorne Mill East Total Acres Graded 2013 32.5 0.0 32.5 2014 0.0 88.9* 88.9 2015 0.0 0.0 0.0 2016 0.0 0.0 0.0 Total 32.5 88.9 121.4 Notes: Bold = modified from the proposed project/proposed action analysis. Acreage includes all residential, mixed use retail, parks an open space, stormwater features, recreation center and right of way acreage. Does not include habitat conservation area. Source: Michael Brandman Associates, 2013.

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Table 3.2-19: Alternative 3 Fine Grading and Construction Phasing

* Analysis Hawthorne Mill West Hawthorne Mill East Year Acres Graded Units Constructed Acres Graded Units Constructed 2013 10.0 94 SFR 0.0 0 2014 8.3 78 SFR 13.8 119 SFR 2015 0.0 0 13.1 109 SFR 2016 0.0 0 11.3 97 SFR 6.5 324 HDR 5.4** 7,000 sf Commercial 26,200 sf Shopping Center Notes: SFR = single family residential HDR = high density residential sf = square feet Bold = modified from the proposed project/proposed action analysis. * No fine grading activity is assumed for parks and open space, storm water features, right of way or habitat conservation area. ** Includes the Commercial, Mixed Use Retail, and Recreation Center acreages Source: Michael Brandman Associates, 2013.

Construction activities associated with the Alternative 3 would emit the same air quality emissions as Alternative 2 for years 2013 and 2016 (see Table 3.2-10 and Table 3.2-13). Accordingly, this is a potentially significant impact.

Although Alternative 3 has fewer acres than the proposed project, the estimated emissions generated by mass grading are estimated to be the same, as shown in Table 3.2-20. However, fine grading, asphalt, building and architectural coatings emissions in 2015 would be less than those from Alternative 2, but would still exceed the BAAQMD’s thresholds, as shown in Table 3.2-21.

Table 3.2-20: Alternative 3 2014 Construction Emissions

Emissions (pounds per day)

PM10 PM2.5 Phase, Construction Activity ROG NOx Exhaust Exhaust Hawthorne Mill East Mass grading 2.44 19.12 0.89 0.82 Mass grading – retention basin 7.51 59.76 2.79 2.56 Fine grading 2.44 19.12 0.89 0.82 Asphalt 3.38 16.52 1.29 1.19 Building 3.18 15.26 0.95 0.87 Architectural Coating 344.23 0.16 0.01 0.01

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Table 3.2-20 (cont.): Alternative 3 2014 Construction Emissions

Emissions (pounds per day)

PM10 PM2.5 Phase, Construction Activity ROG NOx Exhaust Exhaust Hawthorne Mill West Fine grading 2.44 19.12 0.89 0.82 Asphalt 2.70 14.09 1.11 1.02 Building 2.99 14.47 0.91 0.83 Architectural Coating 225.63 0.10 0.01 0.01 Maximum daily emissions* 576.03 78.87 4.18 3.84 BAAQMD Threshold** 54 54 82 54 Significant Impact? Yes Yes No No Notes: ROG = reactive organic gases; NOx = oxides of nitrogen; PM10 and PM2.5 = particulate matter * Maximum daily emissions refer to the maximum emissions that would occur in one day. Not all phases would occur concurrently; therefore, the maximum daily emissions are not a summation of the daily emissions of all phases. ** There are no thresholds for dust; however, basic measures are required for dust emissions to be less than significant. Source: Michael Brandman Associates, 2013.

Table 3.2-21: Alternative 3 2015 Construction Emissions

Emissions (pounds per day)

PM10 PM2.5 Phase, Construction Activity ROG NOx Exhaust Exhaust Hawthorne Mill East Fine grading 2.28 17.54 0.81 0.75 Asphalt 3.16 15.29 1.19 1.09 Building 2.85 13.90 0.87 0.80 Architectural Coating 315.29 0.13 0.01 0.01 Maximum daily emissions 318.14 32.83 2.00 1.84 BAAQMD Threshold 54 54 82 54 Significant Impact? Yes No No No Notes: ROG = reactive organic gases; NOx = oxides of nitrogen; PM10 and PM2.5 = particulate matter * Maximum daily emissions refer to the maximum emissions that would occur in one day. Not all phases would occur concurrently; therefore, the maximum daily emissions are not a summation of the daily emissions of all phases. ** There are no thresholds for dust; however, basic measures are required for dust emissions to be less than significant. Source: Michael Brandman Associates, 2013..

Level of Significance Before Mitigation Potentially significant impact.

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Mitigation Measures Implement Mitigation Measures AIR-1a, AIR-1b, AIR-1c, and AIR-1d.

Level of Significance After Mitigation Less than significant impact.

The mitigated emissions for Alternative 3 are the same as for the proposed project/proposed action in 2013 and 2016, and are shown in Table 3.2-14 and Table 3.2-17. Emissions for years 2014 and 2015 are shown in Table 3.2-22 and Table 3.2-23. As shown in Table 3.2-14, Table 3.2-17, Table 3.2-22 and Table 3.2-23, emissions of ROG and NOx are reduced to less than significant with implementation of mitigation measures.

Table 3.2-22: Alternative 3 2014 Construction Emissions (Mitigated)

Emissions (pounds per day) Phase, Construction Activity ROG NOx Hawthorne Mill East Mass grading 2.44 12.82 Mass grading – retention basin 7.51 39.53 Fine grading 2.44 13.69 Asphalt 3.38 12.58 Building 3.18 15.26 Architectural Coating 6.97 0.16 Hawthorne Mill West Fine grading 2.44 19.12 Asphalt 2.7 14.09 Building 2.99 14.47 Architectural Coating 4.57 0.10 Maximum daily emissions* 17.71 52.35 BAAQMD Threshold 54 54 Significant Impact? No No Notes: ROG = reactive organic gases; NOx = oxides of nitrogen; * Maximum daily emissions refer to the maximum emissions that would occur in one day. Not all phases would occur concurrently; therefore, the maximum daily emissions are not a summation of the daily emissions of all phases. Source: Michael Brandman Associates, 2013.

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Table 3.2-23: Alternative 3 2015 Construction Emissions (Mitigated)

Emissions (pounds per day) Phase, Construction Activity ROG NOx Hawthorne Mill East Fine grading 2.28 17.54 Asphalt 3.16 15.29 Building 2.85 13.90 Architectural Coating 6.38 0.13 Maximum daily emissions* 9.23 32.83 BAAQMD Threshold 54 54 Significant Impact? No No Notes: ROG = reactive organic gases; NOx = oxides of nitrogen; * Maximum daily emissions refer to the maximum emissions that would occur in one day. Not all phases would occur concurrently; therefore, the maximum daily emissions are not a summation of the daily emissions of all phases. Source: Michael Brandman Associates, 2013.

Alternative 4: Reduced Aquatic Impacts with Cross Property Impact Analysis This alternative would result in substantially the same amount of construction activity as Alternative 2, Proposed Project/Proposed Action above. This alternative would reduce the number of single- family residential units on the Hawthorne Mill East site by 176 units, but would relocate 108 units to the Cross Property. In addition, new drainage features would need to be added to the Cross Property. Accordingly, this is a potentially significant impact. Mitigation is proposed to reduce this potentially significant impact.

Level of Significance Before Mitigation Potentially significant impact.

Mitigation Measures Implement Mitigation Measures AIR-1a, AIR-1b, AIR-1c, and AIR-1d.

Level of Significance After Mitigation Less than significant impact.

Violation of an Air Quality Standard – Operational Emissions

Impact AIR-2: Emissions during operation of the project would exceed the BAAQMD significance thresholds.

Thresholds

The non-attainment pollutants of concern for this impact are ozone, PM10 and PM2.5. Ozone is not emitted directly into the air but is a regional pollutant formed by a photochemical reaction in the

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The BAAQMD has determined that a project-level exceedance of the thresholds presented in Table 3.2-24 would have significant adverse impact on the air quality in the Air Basin by jeopardizing the Air Basin’s attainment of the federal standards. Therefore, projects within the Air Basin with operational emissions in excess of any of the thresholds in Table 3.2-24 are considered to have a significant regional air quality impact.

Table 3.2-24: BAAQMD Mass Operational Thresholds

Pollutant Daily Threshold Annual Threshold Reactive organic gases (ROG) 54 lbs per day 10 tons per year

Nitrogen oxides (NOx) 54 lbs per day 10 tons per year

PM10 (Exhaust) 82 lbs per day 15 tons per year

PM2.5 (Exhaust) 54 lbs per day 10 tons per year Abbreviations: lbs = pounds Source: Bay Area Air Quality Management District, 2010.

Alternative 1: No Action Impact Analysis Under the No Action Alternative, no development would occur on the project site. Therefore, no operational activity would take place that would result in air quality emissions from mobile and area sources. No impacts are anticipated.

Level of Significance Before Mitigation No impact.

Mitigation Measures No mitigation is necessary.

Level of Significance After Mitigation No impact.

Alternative 2: Proposed Project/Proposed Action Impact Analysis Operational, or long-term, emissions occur over the life of the project. Operational emissions include mobile and area source emissions. Area source emissions are from consumer product usage, heaters that consume natural gas, gasoline-powered landscape equipment, and architectural coatings

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(painting). Mobile emissions are from motor vehicles, which are often the largest, single, long-term source of air pollutants from development projects.

The project’s operational emissions were estimated in URBEMIS using the trip generation information provided in Section 3.14, Transportation and Circulation of this Draft EIR/EIS and the project’s Traffic Impact Analysis prepared by Kimley-Horn and Associates, Inc. (2009). The operational phasing assumptions used to quantify potential operational impacts are provided in Table 3.2-25. The pass-by rate of the shopping center and fast-food component were modified in accordance with the Traffic Impact Analysis.

Table 3.2-25: Operational Phasing

Operational Units Constructed Cumulative Units Operational Analysis Hawthorne Mill Hawthorne Mill Hawthorne Mill Hawthorne Mill Year West East West East* 2014 94 SFR 0 94 SFR 0 2015 78 SFR 119 SFR 172 SFR 119 SFR 2016 0 285 SFR 172 SFR 404 SFR 2017 0 97 SFR 172 SFR 501 SFR 324 HDR 324 HDR 7,000 sf 7,000 sf Commercial Commercial 26,200 sf Shopping 26,200 sf Shopping Center Center Notes: SFR = single family residential HDR = high density residential sf = square feet * Cumulative of all land uses built prior to that year. Source: Michael Brandman Associates, 2013..

Table 3.2-26 contains the daily emissions during the winter phase for years 2014, 2015, 2016, and 2017. Winter emissions are used because the project emissions are greater in the winter than in the summer. As shown in the table, ROG emissions exceed the daily thresholds in 2015. ROG, NOx,

PM10 and PM2.5 emissions exceed daily thresholds in 2016 and 2017. The main sources of emissions during the winter are motor vehicles and the hearth/fireplace/wood stove emissions.

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Table 3.2-26: Operational Daily Emissions, Winter

Daily Emissions (pounds per day) Phase Source ROG NOx PM10 PM2.5 2014 Emissions Hawthorne Mill Area Sources 19.35 2.47 7.71 7.42 West Mobile (Vehicle) Sources 5.85 9.41 11.67 2.29 2014 Total Daily Winter 19.35 2.47 7.71 7.42 2015 Emissions Hawthorne Mill Area Sources 35.40 4.52 14.11 13.58 West Mobile (Vehicle) Sources 9.90 15.68 21.33 4.19 Hawthorne Mill Area Sources 24.49 3.12 9.76 9.40 East Mobile (Vehicle) Sources 6.85 10.85 14.76 2.90 2015 Total Daily Winter 76.64 34.17 59.96 30.07 2016 Emissions Hawthorne Mill Area Sources 35.40 4.52 14.11 15.58 West Mobile (Vehicle) Sources 9.15 14.40 21.32 4.18 Hawthorne Mill Area Sources 83.14 10.60 33.15 31.91 East Mobile (Vehicle) Sources 21.49 33.82 50.09 9.81 2016 Total Daily Winter 149.18 63.34 118.67 61.48 2017 Emissions Hawthorne Mill Area Sources 35.40 4.52 14.11 13.58 West Mobile (Vehicle) Sources 8.55 13.27 21.32 4.17 Hawthorne Mill Area Sources 167.42 19.78 67.66 65.13 East Mobile (Vehicle) Sources 58.14 81.45 125.99 24.68 2017 Total Daily Winter 269.51 119.02 229.08 107.56 BAAQMD Threshold of Significance 54 54 82 54 Significant Impact? Yes Yes Yes Yes Notes: Area sources include natural gas, woodstoves, fireplace and architectural coatings Abbreviations: ROG = reactive organic gases PM10 = particulate matter 10 microns and less in diameter NOx= nitrogen oxides PM2.5 = particulate matter 2.5 microns and less in diameter. Source: Michael Brandman Associates, 2013.

Table 3.2-27 displays the operational annual emissions. As shown in the table, ROG emissions exceed the annual thresholds in 2016. ROG, NOx, and PM10 emissions exceed annual thresholds in 2017.

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Table 3.2-27: Operational Annual Emissions

Annual Emissions (tons) Phase Source ROG NOx PM10 PM2.5 2014 Emissions Hawthorne Mill Area Sources 1.72 0.25 0.31 0.30 West Mobile (Vehicle) Sources 1.02 1.36 2.13 0.42 2014 Annual 2.74 1.61 2.44 0.72 2015 Emissions Hawthorne Mill Area Sources 3.14 0.46 0.58 0.55 West Mobile (Vehicle) Sources 1.72 2.27 3.89 0.76 Hawthorne Mill Area Sources 2.17 0.32 0.40 0.38 East Mobile (Vehicle) Sources 1.19 1.57 2.69 0.53 2015 Annual 8.22 4.62 7.56 2.22 2016 Emissions Hawthorne Mill Area Sources 3.14 0.46 0.58 0.55 West Mobile (Vehicle) Sources 1.61 2.08 3.89 0.76 Hawthorne Mill Area Sources 7.36 1.09 1.35 1.30 East Mobile (Vehicle) Sources 3.77 4.89 9.14 1.79 2016 Annual 15.88 8.52 14.96 4.40 2017 Emissions Hawthorne Mill Area Sources 3.14 0.46 0.58 0.55 West Mobile (Vehicle) Sources 1.50 1.92 3.89 0.76 Hawthorne Mill Area Sources 14.41 1.98 2.77 2.67 East Mobile (Vehicle) Sources 9.84 11.83 22.99 4.51 2017 Annual 28.89 16.19 30.23 8.49 BAAQMD Threshold of Significance 10 10 15 10 Significant Impact? Yes Yes Yes No Notes: Area sources include natural gas, woodstoves, fireplace and architectural coatings Abbreviations: ROG = reactive organic gases PM10 = particulate matter 10 microns and less in diameter NOx= nitrogen oxides PM2.5 = particulate matter 2.5 microns and less in diameter. Source: Michael Brandman Associates, 2013.

Level of Significance Before Mitigation Potentially significant impact.

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Mitigation Measures MM AIR-2 Prior to issuance of building permits for each dwelling unit, the City of Fairfield shall verify that any wood burning devices comply with Bay Area Air Quality Management District Regulation 6, Rule 3, which requires that new fireplaces or wood stoves be cleaner burning than U.S. Environmental Protection Agency-certified devices.

Level of Significance After Mitigation Significant unavoidable impact.

As shown in Table 3.2-28, mitigation reduces the daily emissions. However, daily emissions of

ROG, NOx and PM10 are still over the daily significance thresholds and are therefore significant.

As shown in Table 3.2-29, annual emissions of ROG, NOx, and PM10 at project buildout are over the significance thresholds.

Table 3.2-28: Operational Daily Emissions (Mitigated)

Daily Emissions (pounds per day) Phase Source ROG NOx PM10 PM2.5 2014 Emissions Hawthorne Mill Area Sources 6.70 0.99 0.01 0.01 West Mobile (Vehicle) Sources 5.42 6.49 11.67 2.29 2014 Total Daily Winter 12.12 7.48 11.68 2.30 2015 Emissions Hawthorne Mill Area Sources 11.07 3.15 0.12 0.11 West Mobile (Vehicle) Sources 9.90 15.68 21.33 4.19 Hawthorne Mill Area Sources 7.66 2.18 0.08 0.08 East Mobile (Vehicle) Sources 6.85 10.85 14.76 2.90 2015 Total Daily Winter 35.48 31.86 36.29 7.28 2016 Emissions Hawthorne Mill Area Sources 11.07 3.15 0.12 0.11 West Mobile (Vehicle) Sources 9.15 14.40 21.32 4.18 Hawthorne Mill Area Sources 26.02 7.40 0.28 0.28 East Mobile (Vehicle) Sources 21.49 33.82 50.09 9.81 2016 Total Daily Winter 67.73 58.77 71.81 14.38

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Table 3.2-28 (cont.): Operational Daily Emissions (Mitigated)

Daily Emissions (pounds per day) Phase Source ROG NOx PM10 PM2.5 2017 Emissions Hawthorne Mill Area Sources 11.07 3.15 0.12 0.11 West Mobile (Vehicle) Sources 8.55 13.27 21.32 4.17 Hawthorne Mill Area Sources 50.76 13.12 0.49 0.49 East Mobile (Vehicle) Sources 56.87 79.67 123.23 24.14 2017 Total Daily Winter 127.25 109.21 145.16 28.91 BAAQMD Threshold of Significance 54 54 82 54 Significant Impact? Yes Yes Yes No Notes: Area sources include natural gas, woodstoves, fireplace and architectural coatings Abbreviations: ROG = reactive organic gases PM10 = particulate matter 10 microns and less in diameter NOx= nitrogen oxides PM2.5 = particulate matter 2.5 microns and less in diameter. Source: Michael Brandman Associates, 2013.

Table 3.2-29: Operational Annual Emissions (Mitigated)

Annual Emissions (tons) Phase Source ROG NOx PM10 PM2.5 2014 Emissions Hawthorne Mill Area Sources 1.16 0.17 0.00 0.00 West Mobile (Vehicle) Sources 1.02 1.36 2.13 0.42 2014 Annual 2.18 1.53 2.13 0.42 2015 Emissions Hawthorne Mill Area Sources 2.13 0.32 0.00 0.00 West Mobile (Vehicle) Sources 1.72 2.27 3.89 0.76 Hawthorne Mill Area Sources 1.48 0.23 0.00 0.00 East Mobile (Vehicle) Sources 1.19 1.57 2.69 0.53 2015 Annual 6.52 4.39 6.58 1.29 2016 Emissions Hawthorne Mill Area Sources 2.13 0.40 0.00 0.00 West Mobile (Vehicle) Sources 1.61 2.08 3.89 0.76

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Table 3.2-29 (cont.): Operational Annual Emissions (Mitigated)

Annual Emissions (tons) Phase Source ROG NOx PM10 PM2.5 Hawthorne Mill Area Sources 5.10 0.76 0.00 0.00 East Mobile (Vehicle) Sources 3.77 4.89 9.14 1.79 2016 Annual 12.61 8.13 13.03 2.55 2017 Emissions Hawthorne Mill Area Sources 2.13 0.32 0.00 0.00 West Mobile (Vehicle) Sources 1.50 1.92 3.89 0.76 Hawthorne Mill Area Sources 9.60 1.34 0.10 0.10 East Mobile (Vehicle) Sources 9.65 11.56 22.49 4.40 2017 Annual 22.88 15.14 26.48 5.26 BAAQMD Threshold of Significance 10 10 15 10 Significant Impact? Yes Yes Yes No Notes: Area sources include natural gas, woodstoves, fireplace and architectural coatings Abbreviations: ROG = reactive organic gases PM10 = particulate matter 10 microns and less in diameter NOx= nitrogen oxides PM2.5 = particulate matter 2.5 microns and less in diameter. Source: Michael Brandman Associates, 2013.

Alternative 3: Reduced Aquatic Impacts Impact Analysis Under this alternative, the project would construct 176 fewer single-family detached housing units in the Hawthorne Mill East area. For the purposes of analysis, it was assumed that the single-family unit reduction would occur in year 2015 (not be constructed), resulting in fewer operational emissions in 2016 and 2017. The assumed operational phasing of Alternative 3 is provided in Table 3.2-30.

Table 3.2-30: Alternative 3 Operational Phasing

Operational Units Constructed Cumulative Units Operational Analysis Hawthorne Mill Hawthorne Mill Hawthorne Mill Hawthorne Mill Year West East West East* 2014 94 SFR 0 94 SFR 0 2015 78 SFR 119 SFR 172 SFR 119 SFR 2016 0 109 SFR 172 SFR 228 SFR

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Table 3.2-30 (cont.): Alternative 3 Operational Phasing

Operational Units Constructed Cumulative Units Operational Analysis Hawthorne Mill Hawthorne Mill Hawthorne Mill Hawthorne Mill Year West East West East* 2017 0 97 SFR 172 SFR 325 SFR 324 HDR 324 HDR 7,000 sf 7,000 sf Commercial Commercial 26,200 sf Shopping 26,200 sf Shopping Center Center

Operational activities associated with the Alternative 3, would emit the same air quality emissions as Alternative 2 in 2014 and 2015. Accordingly, this is a potentially significant impact.

Table 3.2-31 contains the daily emissions for Alternative 3 during the winter phase for years 2016 and 2017. Winter emissions are used because the project emissions are greater in the winter than in the summer. ROG and PM10 emissions exceed daily thresholds in 2016. In 2017, Alternative 3 would exceed ROG, NOx, PM10 and PM2.5 thresholds. The main sources of emissions during the winter are motor vehicles and the hearth/fireplace/wood stove emissions.

Table 3.2-31: Alternative 3 Operational Daily Emissions, Winter

Daily Emissions (pounds per day) Phase Source ROG NOx PM10 PM2.5 2016 Emissions Hawthorne Mill Area Sources 35.40 4.52 14.11 15.58 West Mobile (Vehicle) Sources 9.15 14.40 21.32 4.18 Hawthorne Mill Area Sources 46.92 5.99 18.71 18.01 East Mobile (Vehicle) Sources 12.13 19.09 28.27 5.54 2016 Total Daily Winter 103.60 44.00 82.41 43.31 2017 Emissions Hawthorne Mill Area Sources 35.40 4.52 14.11 13.58 West Mobile (Vehicle) Sources 8.55 13.27 21.32 4.17 Hawthorne Mill Area Sources 131.19 15.17 53.21 51.22 East Mobile (Vehicle) Sources 49.39 67.88 104.18 20.41 2017 Total Daily Winter 224.53 100.84 192.82 89.38

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Table 3.2-31 (cont.): Alternative 3 Operational Daily Emissions, Winter

Daily Emissions (pounds per day) Phase Source ROG NOx PM10 PM2.5 BAAQMD Threshold of Significance 54 54 82 54 Significant Impact? Yes Yes Yes Yes Notes: Area sources include natural gas, woodstoves, fireplace and architectural coatings Abbreviations: ROG = reactive organic gases PM10 = particulate matter 10 microns and less in diameter NOx= nitrogen oxides PM2.5 = particulate matter 2.5 microns and less in diameter. Source: Michael Brandman Associates, 2013.

Table 3.2-32 displays Alternative 3 operational annual emissions for 2016 and 2017. As shown in the table, ROG emissions exceed the annual thresholds in 2016. ROG, NOx, and PM10 emissions exceed annual thresholds in 2017.

Table 3.2-32: Alternative 3 Operational Annual Emissions

Annual Emissions (tons) Phase Source ROG NOx PM10 PM2.5 2016 Emissions Hawthorne Mill Area Sources 3.14 0.46 0.58 0.55 West Mobile (Vehicle) Sources 1.61 2.08 3.89 0.76 Hawthorne Mill Area Sources 4.16 0.62 0.76 0.73 East Mobile (Vehicle) Sources 2.13 2.76 5.16 1.01 2016 Annual 11.04 5.92 10.39 3.05 2017 Emissions Hawthorne Mill Area Sources 3.14 0.46 0.58 0.55 West Mobile (Vehicle) Sources 1.50 1.92 3.89 0.76 Hawthorne Mill Area Sources 11.20 1.49 2.17 2.09 East Mobile (Vehicle) Sources 8.30 9.86 19.01 3.73 2017 Annual 24.14 13.73 25.65 7.13 BAAQMD Threshold of Significance 10 10 15 10 Significant Impact? Yes Yes Yes No Notes: Area sources include natural gas, woodstoves, fireplace and architectural coatings Abbreviations: ROG = reactive organic gases PM10 = particulate matter 10 microns and less in diameter NOx= nitrogen oxides PM2.5 = particulate matter 2.5 microns and less in diameter. Source: Michael Brandman Associates, 2013.

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Level of Significance Before Mitigation Potentially significant impact.

Mitigation Measures Implement Mitigation Measure AIR-2.

Level of Significance After Mitigation Significant unavoidable impact.

As shown in Table 3.2-33, mitigation daily emissions from Alternative 3. However, daily emissions of ROG, NOx, and PM10 are still over the significance thresholds and are therefore significant. As shown in Table 3.2-34, annual emissions of ROG, NOx, and PM10 at project buildout are over the annual significance thresholds.

Table 3.2-33: Alternative 3 Operational Daily Emissions (Mitigated)

Daily Emissions (pounds per day) Phase Source ROG NOx PM10 PM2.5 2016 Emissions Hawthorne Mill Area Sources 11.07 3.15 0.12 0.11 West Mobile (Vehicle) Sources 9.15 14.40 21.32 4.18 Hawthorne Mill Area Sources 14.68 4.18 0.15 0.15 East Mobile (Vehicle) Sources 12.13 19.09 28.27 5.54 2016 Total Daily Winter 47.03 40.82 49.86 9.98 2017 Emissions Hawthorne Mill Area Sources 11.07 3.15 0.12 0.11 West Mobile (Vehicle) Sources 8.55 13.27 21.32 4.17 Hawthorne Mill Area Sources 39.42 9.90 0.37 0.37 East Mobile (Vehicle) Sources 18.30 66.37 101.85 19.95 2017 Total Daily Winter 77.34 92.69 123.66 24.60 BAAQMD Threshold of Significance 54 54 82 54 Significant Impact? Yes Yes Yes No Notes: Area sources include natural gas, woodstoves, fireplace and architectural coatings Abbreviations: ROG = reactive organic gases PM10 = particulate matter 10 microns and less in diameter NOx= nitrogen oxides PM2.5 = particulate matter 2.5 microns and less in diameter. Source: Michael Brandman Associates, 2013.

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Table 3.2-34: Alternative 3 Operational Annual Emissions (Mitigated)

Annual Emissions (tons) Phase Source ROG NOx PM10 PM2.5 2016 Emissions Hawthorne Mill Area Sources 2.13 0.40 0.00 0.00 West Mobile (Vehicle) Sources 1.61 2.08 3.89 0.76 Hawthorne Mill Area Sources 2.83 0.43 0.00 0.00 East Mobile (Vehicle) Sources 2.13 2.76 5.16 1.01 2016 Annual 8.70 5.67 9.05 1.77 2017 Emissions Hawthorne Mill Area Sources 2.13 0.32 0.00 0.00 West Mobile (Vehicle) Sources 1.50 1.92 3.89 0.76 Hawthorne Mill Area Sources 7.42 1.01 0.00 0.00 East Mobile (Vehicle) Sources 8.14 9.63 18.59 3.64 2017 Annual 19.19 12.88 22.48 4.40 BAAQMD Threshold of Significance 10 10 15 10 Significant Impact? Yes Yes Yes No Notes: Area sources include natural gas, woodstoves, fireplace and architectural coatings Abbreviations: ROG = reactive organic gases PM10 = particulate matter 10 microns and less in diameter NOx= nitrogen oxides PM2.5 = particulate matter 2.5 microns and less in diameter. Source: Michael Brandman Associates, 2013.

Alternative 4: Reduced Aquatic Impacts with Cross Property Impact Analysis This alternative would result in substantially the same amount of operational activity as Alternative 2, Proposed Project/Proposed Action above. This alternative would reduce the number of single-family residential units on the Hawthorne Mill East site by 176 units but would relocate 108 units to the Cross Property. In addition, new drainage features would need to be added to the Cross Property. Accordingly, this is a potentially significant impact. Mitigation is proposed, but it would not fully reduce this impact to a level of less than significant.

Level of Significance Before Mitigation Potentially significant impact.

Mitigation Measures Implement Mitigation Measure AIR-2.

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Level of Significance After Mitigation Significant unavoidable impact.

Violation of an Air Quality Standard – Carbon Monoxide Hotspots

Impact AIR-3: The project would not significantly contribute to an exceedance of the carbon monoxide national or state air quality standards at project impacted intersections.

Thresholds A localized carbon monoxide (CO) analysis is a tool to determine if project emissions of CO during operation would exceed ambient air quality standards. The main source of air pollutant emissions during operation are from offsite motor vehicles traveling on the roads surrounding the project site. A CO hotspot is a localized concentration of CO that is above the state or national 1-hour or 8-hour CO ambient air standards. Localized high levels of CO are associated with traffic congestion and idling or slow-moving vehicles, located around project impacted intersections.

Project emissions may be considered significant if project generated emissions cause or substantially contribute to a localized violation of the either the 8-hour or 1-hour state CO standards. If a project would cause local emissions of CO to exceed any of the thresholds of significance listed below, the proposed project would result in a significant impact to air quality:

• 1-hour concentration greater than 20.0 ppm • 8-hour concentration grater than 9.0 ppm

Alternative 1: No Action Impact Analysis Under the No Action Alternative, no development would occur on the project site. Therefore, no operational activity would take place that would result in air quality emissions from mobile sources, and there would be no potential to create or significantly contribute to a CO hotspot. No impacts are anticipated.

Level of Significance Before Mitigation No impact.

Mitigation Measures No mitigation is necessary.

Level of Significance After Mitigation No impact.

Alternative 2: Proposed Project/Proposed Action Impact Analysis CO concentrations are estimated at project-impacted intersections, where the concentrations would be the greatest. This analysis follows guidelines recommended by the BAAQMD and the CO Protocol

3.2-60 Michael Brandman Associates H:\Client (PN-JN)\2097\20970002\4 - DEIR\20970002_Sec03-02 AQ-GHG.doc City of Fairfield - Hawthorne Mill Project Draft EIR/EIS Air Quality and Greenhouse Gas Emissions prepared by Caltrans in 1997. According to the CO Protocol, intersections with Level of Service (LOS) E or F require detailed analysis. In addition, intersections that operate under LOS D conditions in areas that experience meteorological conditions favorable to CO accumulation require a detailed analysis.

Using the CALINE4 model, potential CO hotspots were analyzed at intersections with LOS E or worse as identified in the Traffic Impact Analysis prepared for this project. For the near-term scenario, the traffic volumes from the Traffic Impact Analysis for the “near-term plus project conditions” for the PM peak hour were used in the CALINE4 model. The emission factors were generated using the EMFAC2007 model for the year 2015 for the BAAQMD area. For the buildout scenario, “cumulative plus project conditions peak hour” intersection volumes for the PM peak hour were used in this analysis. The emission factors for the buildout scenario are from the EMFAC2007 model for the year 2030 for the BAAQMD area.

As shown in Table 3.2-35, the estimated 1-hour and 8-hour average CO concentrations in combination with background concentrations under near-term with project conditions (unmitigated) are below the state and national ambient air quality standards. As shown in the table, the concentrations for the year 2030 (buildout) are lower than in 2015. This is because earlier model year cars are associated with more emissions. No CO hotspots are anticipated as a result of traffic- generated emissions by the project in combination with other anticipated development in the area. Therefore, the mobile emissions of CO from the project are not anticipated to contribute substantially to an existing or projected air quality violation of CO. Impacts would be less than significant.

Table 3.2-35: Carbon Monoxide Intersection Analysis

CO Concentration (ppm) Significant *** Year Intersection 1 Hour* 8 Hour** Impact? 2015 6. Cement Hill Road/Manuel Campos Parkway 6.2 4.3 No 8. Cement Hill Road/Noonan Lane 5.8 4.1 No 14. Air Base Parkway/Heath Drive 6.5 4.6 No 15. Air Base Parkway/Dover Avenue 6.7 4.7 No 17. Air Base Parkway/Walters Road 6.0 4.2 No 2030 5. Manual Campos Parkway/Clay Bank Road 5.0 3.5 No 6. Cement Hill Road/Manuel Campos Parkway 5.1 3.6 No 8. Cement Hill Road/Noonan Lane 5.0 3.5 No 12. Air Base Pkwy/Hilborn Road/I-80 WB Ramp 5.0 3.5 No 14. Air Base Parkway/Health Drive 5.1 3.6 No 15. Air Base Parkway/Dover Avenue 5.2 3.6 No 16. Air Base Parkway/Clay Bank Road 5.2 3.6 No 17. Air Base Parkway/Walters Road 5.0 3.5 No

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Table 3.2-35 (cont.): Carbon Monoxide Intersection Analysis

CO Concentration (ppm) Significant Year Intersection 1 Hour* 8 Hour** Impact?*** Notes: * Caline4 output (see Appendix B for model output) plus the highest 1-hour background concentration during the past three years of 4.2 ppm (from Table 3.2-3). ** The 8-hour Project + cumulative traffic caused increment was calculated by multiplying the 1-hour Caline4 output by 0.7 (persistence factor), then adding the highest 8-hour background concentration during the past 3 years of 2.94 ppm (from Table 3.2-3). *** Comparison of the 1-hour concentration to the state standard of 20 ppm and the 8-hour concentration to the state/national standard of 9 ppm. Source: Michael Brandman Associates, 2010.

Level of Significance Before Mitigation Less than significant impact.

Mitigation Measures No mitigation is necessary.

Level of Significance After Mitigation Less than significant impact.

Alternative 3: Reduced Aquatic Impacts Impact Analysis Under this alternative, the project would construct 176 fewer single-family detached housing units in the Hawthorne Mill East area. Therefore, Alternative 3 would result in less operational emissions of CO than Alternative 2, Proposed Project/Proposed Action. As shown in Alternative 2 analysis, above, Alternative 2 would result in a less than significant CO hotspot impact. Therefore, with fewer housing units, Alternative 3 would similarly result in a less than significant CO hotspot impact.

Level of Significance Before Mitigation Less than significant impact.

Mitigation Measures No mitigation is necessary.

Level of Significance After Mitigation Less than significant impact.

Alternative 4: Reduced Aquatic Impacts with Cross Property Impact Analysis This alternative would result in substantially the same amount of operational activity as Alternative 2, Proposed Project/Proposed Action above. This alternative would reduce the number of single-family

3.2-62 Michael Brandman Associates H:\Client (PN-JN)\2097\20970002\4 - DEIR\20970002_Sec03-02 AQ-GHG.doc City of Fairfield - Hawthorne Mill Project Draft EIR/EIS Air Quality and Greenhouse Gas Emissions residential units on the Hawthorne Mill East site by 176 units but would relocate 108 units to the Cross Property. Accordingly, this is a less than significant impact.

Level of Significance Before Mitigation Less than significant impact.

Mitigation Measures No mitigation is necessary.

Level of Significance After Mitigation Less than significant impact.

Air Quality Plan Consistency

Impact AIR-4: The proposed project could conflict with or obstruct implementation of the applicable air quality plan.

Thresholds The BAAQMD 2010 Clean Air Plan (2010 CAP) is the regional air quality management plan for the Air Basin. The 2010 CAP accounts for projections of population growth provided by Association of Bay Area Governments and vehicle miles traveled provided by the Metropolitan Transportation Commission, and it identifies strategies to bring regional emissions into compliance with federal and state air quality standards. BAAQMD’s Guidance provides two criteria for determining if a plan- level project is consistent with the current air quality plan (AQP) control measures. However, the BAAQMD does not provide a threshold of significance for project-level consistency analysis. Therefore, the following criteria will be used for determining a project’s consistency with the AQP.

• Criterion 1: Does the project support the primary goals of the AQP? • Criterion 2: Does the project include applicable control measures from the AQP? • Criterion 3: Does the project disrupt or hinder implementation of any AQP control measures?

Alternative 1: No Action Impact Analysis Under the No Action Alternative, no development would occur on the project site. Therefore, no operational activity would take place that would result in air quality emissions from mobile sources or area sources, and there would be no potential to conflict or obstruct implementation of the applicable air quality plan. No impacts are anticipated.

Level of Significance Before Mitigation No impact.

Mitigation Measures No mitigation is necessary.

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Level of Significance After Mitigation No impact.

Alternative 2: Proposed Project/Proposed Action Impact Analysis Criterion 1: Primary Goals of AQP The primary goals of the 2010 CAP, the current AQP to date, are to:

• Attain air quality standards; • Reduce population exposure to unhealthy air and protecting public health in the Bay area; and • Reduce greenhouse gas emissions and protect the climate.

The project supports the primary goals of the AQP by providing a mixed use development adjacent to an existing urbanized community, adjacent to alternative transit infrastructure, jobs, housing, and community services.

As discussed shown in Impact AIR-3, the project would not generate or significantly contribute to a CO hotspot. However, as shown in Impacts AIR-1 and AIR-2, the project would exceed the BAAQMD’s thresholds of significance for construction and operational-generated ozone precursors, as well as operational PM10. Therefore, the project significantly contributes to regional ozone violations and PM10 violations, and is potentially significant according to this criterion.

As shown in Impact AIR-5 and AIR-7, the project would not generate a violation of ambient air quality standards or expose sensitive receptors to substantial pollutant concentrations, respectively. In addition, the project would not create objectionable odors affecting a substantial number of people, as shown in Impact AIR-8.

Criterion 2: Control Measures The project would comply with applicable control measures, including but not limited to rules listed above in the section, Rules Applicable to the Project: Regulation 2/Rule 2, Regulation 2/Rule 5, Regulation 6/Rule 2, Regulation 8/Rule 3, and Regulation 8/Rule 15. Therefore, the project complies with this criterion.

Criterion 3: Disrupt or Hinder AQP The BAAQMD Clean Air Plan is the regional air quality plan for the San Francisco Bay Area. The 2010 CAP accounts for projections of population growth provided by Association of Bay Area Governments and vehicle miles traveled provided by the Metropolitan Transportation Commission, and it identifies strategies to bring regional emissions into compliance with federal and state air quality standards. Because population growth and vehicle miles traveled projections are the basis of the Clean Air Plan’s strategies, a project would conflict with the plan if it results in more growth or vehicle miles traveled relative to the plan’s projections.

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One way to determine if a project would result in more growth or vehicle miles traveled than in the Clean Air Plan is to determine consistency with the applicable General Plan to ensure that the project’s population density and land use are consistent with the growth assumptions used in the Clean Air Plan.

Growth estimates used in a General Plan for jurisdictions located in the Air Basin often come from either the California Department of Finance or the Association of Bay Area Governments. The Association of Bay Area Governments uses the growth projections and land use information in adopted general plans to estimate future average daily trips and then vehicle miles traveled, which are provided to the BAAQMD to estimate future emissions in the Clean Air Plan. It is assumed that the existing and future pollutant emissions computed in the Clean Air Plan were based on land uses from area general plans that were prepared prior to the Clean Air Plan’s adoption.

Hawthorne Mill East is currently zoned and designated by the City of Fairfield as IG (General Industrial) near the Union Pacific Railroad right-of-way; IL/CS (Limited Industrial and Service Commercial) with a Resource Conservation Overlay northwest of the IG; IBP (Business and Industrial Park) and IBP with a Resource Conservation overlay.

Hawthorne Mill West is currently zoned and designated by the City of Fairfield as IBP (Business and Industrial Park) and OSC (Open Space Conservation) around McCoy Basin.

The proposed project involves a General Plan Amendment and rezoning to redesignate the project site to Low Medium Density Residential, Medium Density Residential, High Density Residential, Community Commercial, Mixed Use, and Conservation uses. Although these uses are generally less intense than the existing industrial and commercial land use designations, as a practical matter, the project site is undeveloped; thus, it would be speculative to make a comparison of the change in vehicle miles traveled between the existing and proposed land use designations.

Level of Significance Before Mitigation Potentially significant impact.

Mitigation Measures Implement Mitigation Measures AIR-1a, AIR-1b, AIR-1c, AIR-1d, and AIR-2.

Level of Significance After Mitigation Significant unavoidable impact.

Although mitigation measures reduce the project’s emissions during construction would reduce construction emissions to less than significant, mitigation for operational emissions would not reduce

ROG, NOx, or PM10 emissions to less than significant.

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Alternative 3: Reduced Aquatic Impacts Impact Analysis Under this alternative, the project would construct 176 fewer single-family detached housing units in the Hawthorne Mill East area. Therefore, Alternative 3 would result in less operational emissions of than Alternative 2, Proposed Project/Proposed Action. As discussed shown in Impact AIR-3, Alternative 3 would not generate or significantly contribute to a CO hotspot. However, as discussed in Impact AIR-2, Alternative 3 would exceed the BAAQMD’s thresholds of significance for operational-generated ozone precursors, as well as operational PM10. Therefore, the project significantly contributes to regional ozone violations and PM10 violations, and is potentially significant.

Level of Significance Before Mitigation Potentially significant impact.

Mitigation Measures Implement Mitigation Measures AIR-1a, AIR-1b, AIR-1c, AIR-1d, and AIR-2.

Level of Significance After Mitigation Significant and unavoidable impact.

Alternative 4: Reduced Aquatic Impacts with Cross Property Impact Analysis This alternative would result in substantially the same amount of operational activity as Alternative 2, Proposed Project/Proposed Action above. This alternative would reduce the number of single-family residential units on the Hawthorne Mill East site by 176 units but would relocate 108 units to the Cross Property. As discussed shown in Impact AIR-3, Alternative 4 would not generate or significantly contribute to a CO hotspot. However, as discussed in Impact AIR-2, Alternative 4 would exceed the BAAQMD’s thresholds of significance for operational-generated ozone precursors, as well as operational PM10. Therefore, the project significantly contributes to regional ozone violations and PM10 violations, and is potentially significant.

Level of Significance Before Mitigation Potentially significant impact.

Mitigation Measures Implement Mitigation Measures AIR-1a, AIR-1b, AIR-1c, AIR-1d, and AIR-2.

Level of Significance After Mitigation Significant and unavoidable impact.

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Expose Sensitive Receptors to Pollutants

Impact AIR-5: The project would not expose sensitive receptors to substantial pollutant concentrations.

Thresholds This discussion addresses whether the project would expose sensitive receptors to substantial pollutant concentrations of carbon monoxide, diesel particulate matter, or other toxic air contaminants (TAC) of concern. A health risk is the probability that exposure to a given TAC under a given set of conditions will result in an adverse health effect. The health risk is affected by several factors, such as the amount, toxicity, and concentration of the contaminant; meteorological conditions; distance from the emission sources to people; the distance between the emission sources; the age, health, and lifestyle of the people living or working at a location; and the length of exposure to the TAC.

The BAAQMD Air Quality Guidelines contain risk and hazard significance thresholds for both construction- and operational-related activities. Table 3.2-36 provides the BAAQMD thresholds for individual projects and for assessing cumulative impacts. As noted in this table, the construction thresholds are the same as the operational thresholds.

Table 3.2-36: Health Risk Thresholds

Pollutant Impact Construction-Related Operational-Related Compliance with Qualified Risk Reduction Plan or Risks and Hazards for Increased cancer risk of >10.0 in a million New Sources and Same as Operational Increased non-cancer risk of > 1.0 Hazard Index Receptors (Individual Thresholds (Chronic or Acute) 3 Project Threshold) Ambient PM2.5 increase: > 0.3 μg/m annual average Zone of Influence: 1,000-foot radius from fence line of source or receptor Compliance with Qualified Risk Reduction Plan or Risks and Hazards for Increased cancer risk of >100 in a million New Sources and Same as Operational Increased non-cancer risk of > 10 Hazard Index Receptors (Cumulative Thresholds (Chronic or Acute) 3 Threshold Ambient PM2.5 increase: > 0.8 μg/m annual average Zone of Influence: 1,000-foot radius from fence line of source or receptor Source: Health Risk Assessment, Appendix B.

The City of Fairfield has not adopted a Qualified Risk Reduction Plan. Therefore, quantitative individual project and cumulative significance thresholds shown in Table 3.2-36 are used in this assessment.

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Alternative 1: No Action Impact Analysis Under the No Action Alternative, no development would occur on the project site. Therefore, no construction or operational activity would take place that would result in air quality emissions, and there would be no potential to generate a net increase in nonattainment criteria pollutants. No impacts are anticipated.

Level of Significance Before Mitigation No impact.

Mitigation Measures No mitigation is necessary.

Level of Significance After Mitigation No impact.

Alternative 2: Proposed Project/Proposed Action Impact Analysis Operational Carbon Monoxide As shown in Impact AIR-3, carbon monoxide emissions from motor vehicles accumulating near project impacted intersections would not cause an exceedance of the 1-hour or 8-hour state or national ambient air quality standards. Therefore, the project would not cause or contribute to a carbon monoxide exceedance. This impact is less than significant.

Toxic Air Contaminants A health risk assessment (HRA) was prepared for the prepared for the project, and is available in its entirety in Appendix B. The HRA was prepared to quantify and evaluate the potential community health risk and hazard impacts to sensitive receptors located within and near the proposed project. This subsection summarizes the results of the HRA, which was prepared to assess potential health risk impacts to sensitive receptors located in the project and outside of the project.

Potential health risks and hazards to sensitive receptors are associated with the release of TACs and

PM2.5 from emissions generated from sources associated with the construction and operation of the proposed project as well as from emissions from nearby emission sources. Examples of these latter sources include offsite industrial uses and the main Union Pacific rail line located along the eastern boundary of the proposed project.

An HRA is one tool used in risk management to estimate the increased risk of health problems in people who are exposed to toxic substances. An HRA combines results of studies on the health effects of various animal and human exposures to TACs and PM2.5 with results of studies that estimate the level of human exposure at different distances from the source of a pollutant. While the estimates provided by these risk assessments are not precise, they do help generally evaluate the risks

3.2-68 Michael Brandman Associates H:\Client (PN-JN)\2097\20970002\4 - DEIR\20970002_Sec03-02 AQ-GHG.doc City of Fairfield - Hawthorne Mill Project Draft EIR/EIS Air Quality and Greenhouse Gas Emissions associated with emissions of TACs and PM2.5. Using risk estimates and other factors, governmental agencies can set regulatory standards to reduce human exposure to TACs and PM2.5 and reduce the risk of health problems.

This HRA was conducted in accordance with the California Office of Environmental Health Hazard Assessment (OEHHA) Air Toxics Hot Spots Program Risk Assessment Guidelines (OEHHA 2003), and the Bay Area Air Quality Management District (BAAQMD) California Environmental Quality Act (CEQA) Air Quality Guidelines. This HRA includes:

(1) An estimate of the TAC and PM2.5 emissions from the construction and operation of the proposed project, surrounding industrial sources, and from the adjacent rail line,

(2) Analysis of the dispersion of the TAC and PM2.5 emissions from these sources,

(3) An assessment of human exposure to the TACs and PM2.5 at various sensitive receptor locations within and near the proposed project, and

(4) A quantitative estimation of project-specific and cumulative health risks and hazards associated with these levels of exposure.

These potential impacts are then compared with the applicable BAAQMD project-specific and cumulative health risk and hazard significance thresholds to assess the regulatory significance of these impacts.

Sources of TACs The four main categories of sources of toxic air contaminants assessed in the Health Risk Assessment are as follows.

1. Construction. There would be diesel particulate matter emissions from construction of the

project. URBEMIS2007 was used to estimate the PM2.5 exhaust emissions from construction (see Impact AIR-1 for more details), which were assumed to be diesel particulate matter.

2. Industrial Sources. There are non-diesel toxic air contaminant emissions from the existing industrial sources within a 1,000-foot zone of influence from the fenceline of the project. There are a number of facilities located to the east of the project across the rail line and to the north across Cement Hill Road. A detailed inventory is contained in the Health Risk Assessment. It was assumed that the non-DPM emissions from the above source locations would remain unchanged in the future.

3. Onsite Diesel. The project would involve the operation of an approximately 26,200-square- foot retail component and 7,000-square-foot commercial use within the Hawthorne Mill East portion of the project. The specific tenants have not been identified. However, it would be expected that the operation of the retail/restaurant would include the use of a minor amount of diesel delivery trucks that would access the project site each day. Based on experience with

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similar projects, it was assumed that the retail operation would include the use of two light- heavy duty diesel delivery trucks each day, and that the restaurant operation would include the use of one heavy-heavy duty diesel delivery truck equipped with a diesel-powered transportation refrigeration unit, which would be used to transport perishable foods to the restaurant. The ARB EMFAC2007 mobile emission source model was used to calculate exhaust and idling emissions from the various mobile sources to represent emissions over a 70-year time frame.

4. Rail. The Union Pacific rail line between Oakland and Sacramento is the rail line that borders the project along its eastern fence line. This rail line experiences frequent freight and passenger service throughout each day and represents the primary source of diesel particulate matter emissions in the project site area. The rail line is located within 500 feet of the closest residence at the Hawthorne West portion of the project. Various sources of train information were consulted to generate a schedule of rail traffic along the line that borders the proposed project. For passenger service, the Amtrak schedules for the Capital Corridor, Coast Starlight, and California Zephyr were consulted to determine the number of passenger train trips per day. For the freight service, estimates of daily train traffic were derived from the Bay Area Regional Rail Plan. Assuming that each passenger train is powered by one diesel locomotive and each freight train is powered by three diesel locomotives, this amounts to a total of 204 locomotive each weekday that pass along the stretch of rail line adjacent to the proposed project and 194 locomotives on each weekend day. On an annual basis, this amounts to a total of 73,216 individual locomotives that pass along the rail line adjacent to the proposed project. (It should be noted that that Fairfield Train Station Specific Plan EIR set forth a mitigation measure requiring future residential development within 1,200 feet of the Union Pacific rail line to evaluate TAC exposure impacts. Although the proposed project is not associated with the Fairfield Train Station Specific Plan, the preceding analysis is consistent with the intent of the mitigation measure.)

The results of the Health Risk Assessment are shown in Table 3.2-37,

Table 3.2-38, Table 3.2-39, Table 3.2-40, and Table 3.2-41. As shown in the tables:

• Construction and operation of the proposed project would not exceed the BAAQMD’s hazard index significance thresholds for non-cancer hazards and would not, therefore, expose sensitive receptors to significant, non-cancer health hazards;

• Cancer risks at the maximally exposed sensitive receptor to cumulative impacts are less than the BAAQMD cumulative cancer risk significance threshold, and therefore, would not expose sensitive receptors to significant cancer risks; and

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• The non-cancer hazard indices estimated at any sensitive receptor are less than the BAAQMD’s cumulative non-cancer risk hazard significance index of 10.0, and, therefore would not expose sensitive receptors to significant non-cancer hazards.

Table 3.2-37: Project 70-year Cancer Risks Estimate - Construction

BAAQMD Cancer Risk Significance Threshold Exceeds Construction (risk per million) (risk per million) Threshold? 2013 1.5 NA NA 2014 1.2 NA NA 2015 0.2 NA NA 2016 0.2 NA NA 4-year Total 3.1 NA NA 70-year Risk 0.041 10 No Note: NA = Not applicable 1 The significance threshold is based on a 70-year exposure to the pollutants; the 70 year construction impact is calculated as follows: [3.1 + (66 years) x (0 cancer risk impact)]/70 = 0.04 in one million The cancer risks reported are the highest cancer risks at any impacted receptor Source: Health Risk Assessment, Appendix B.

Table 3.2-38: Project 70-year Cancer Risks Estimate – Operations

Cancer Risk at BAAQMD Maximum DPM Maximally Exposed Significance Concentration Receptor1 Threshold Exceeds Operation (ug/m3) (risk/million) (risk/million) Threshold? Project Level 0.0005 0.16 10 No Note: Maximum cancer risk is located within the Hawthorne Mill East residential development Source: Health Risk Assessment, Appendix B.

Table 3.2-39: Proposed Project Level Non-Cancer Hazard Indices

Acute Hazard BAAQMD Chronic Hazard Index Index at the Significance at the Maximally Maximally Exposed Hazard Index Exceeds Scenario Exposed Receptor1 Receptor2 Index? Construction Impacts 0.01 0.09 1.0 No Operational Impacts <0.001 0.001 1.0 No Notes: 1 Includes emissions of DPM and acrolein 2 Includes emissions of acrolein The hazard indices reported are the highest hazard indices at any impacted receptor Source: Health Risk Assessment, Appendix B.

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Table 3.2-40: Cumulative Lifetime Cancer Risks for Sensitive Receptors

Cancer Risk at Maximally Exposed BAAQMD Receptor Significance Threshold Exceeds Scenario (risk/million) (risk/million) Threshold? Cumulative Impacts Project Level Impacts Construction 0.04 Operations 0.16 100 No Rail Emissions 15.86 Permitted Sources 0.01 Total 16.08 Note: The cancer risks reported are the highest cancer risks at any impacted receptor Source: Health Risk Assessment, Appendix B.

Table 3.2-41: Cumulative Hazard Index for Sensitive Receptors

Chronic HI at Acute HI at Maximally Maximally BAAQMD Exposed Exposed Significance Exceeds Scenario Receptor1 Receptor2 Threshold Threshold? Cumulative Impacts Project Level Impacts Construction 0.010 0.092 Operation 0.000 0.001 10.0 No Rail Emissions 0.017 0.024 Permitted Sources 0.000 0.000 Total 0.027 0.120 Notes: 1 Includes annual concentrations of DPM and acrolein 2 Includes one-hour acrolein concentrations The hazard indices reported are the highest hazard indices at any impacted receptor Source: Health Risk Assessment, Appendix B.

Annual PM2.5 The final significance threshold examined relates to the maximum annual individual project PM2.5 and maximum annual cumulative PM2.5 concentrations. These results are shown in Table 3.2-42. As shown in this table, the maximum individual project and cumulative PM2.5 levels are less than the applicable BAAQMD significance thresholds and would not, therefore, expose any sensitive receptor to significant levels of PM2.5 or cause or contribute to an exceedance of the State or federal standards for PM2.5.

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Table 3.2-42: Estimated Annual PM2.5 Concentrations

BAAQMD Maximum Annual PM2.5 Significance Threshold Exceeds Scenario (μg/m3)1 (μg/m3) Threshold? Project Level Impacts 0.0005 0.3 No Cumulative Impacts Individual Project Construction 0.0422 Operation 0.0010 0.8 No Rail Emissions 0.0699 Permitted Sources 0.6670 Total 0.7801 Note: 1 The concentrations reported are the highest concentrations at any impacted receptor. Source: see Appendix C

Note that the largest contribution to the cumulative PM2.5 results from the BAAQMD permitted sources and in particular BAAQMD Plant # 12868 (Duracite, 2100 Huntington Drive, Fairfield, CA) for which the BAAQMD screening level of 0.594 μg/m3 was estimated by the BAAQMD.

Qualitative Land Use Screening The 2005 ARB Air Quality and Land Use Handbook contains recommendations that will “help keep California’s children and other vulnerable populations out of harm’s way with respect to nearby sources of air pollution,” including recommendations for distances between sensitive receptors and certain land uses.

The proposed project’s community commercial uses are anticipated to support neighborhood-serving commercial uses, such as small retail, restaurants, and service uses. Substantial sources of TAC emissions such as gas stations are not envisioned, as their site requirements would not be compatible with the site size and access limitations. However, even if these sources were proposed, they would be subject to BAAQMD permitting requirements, which would not allow issuance of a permit if significant health risk would result. Impacts would be less than significant.

Indoor Radon Exposure Radon is a naturally occurring colorless, odorless, and tasteless radioactive gas originating from the radioactive decay of uranium in rock, soil, and groundwater. Radon gets inside a building primarily from soil under homes. It is a known human lung carcinogen and is the largest source of radiation exposure to the public. Most is rapidly exhaled; however, the inhaled decay products can deposit into the lung where they irradiate sensitive airway cells increasing the risk of lung cancer. According to the EPA map of radon zones, Solano County has a low potential of radon.

In general, the method and speed of radon’s movement through soil is controlled by three conditions: the amount of water present in the pore space (the soil moisture content), the percentage of pore space

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Indoor radon tests in the project’s zip code, 94533, indicate that none of the 37 samples contained radon concentrations in excess of the EPA threshold of 4 picocuries per liter (pCi/L). The California Department of Public Health classifies zip codes with indoor radon concentrations greater than 4.0 pCi/l to have potential as follows: 0 to 6 percent—low potential; 7 to 19 percent—moderate potential; 20 percent or more—high potential. Thus, based on these samples, the project area could have a low potential for radon concentrations over 4.0 pCi/l and the potential for radon exposure is less than significant.

Level of Significance Before Mitigation Less than significant impact.

Mitigation Measures No mitigation is necessary.

Level of Significance After Mitigation Less than significant impact.

Alternative 3: Reduced Aquatic Impacts Impact Analysis Under this alternative, the project would construct 176 fewer single-family detached housing units in the Hawthorne Mill East area. Therefore, Alternative 3 would result in less operational emissions of than Alternative 2, Proposed Project/Proposed Action. As discussed shown in Impact AIR-3, Alternative 3 would not generate or significantly contribute to a CO hotspot. As shown in the impact analysis for Alternative 2, above, the Proposed Project/Proposed Action would result in less than significant impacts for TACs and indoor radon exposure. Therefore, Alternative 3 would similarly result in less than significant impacts for TACs and indoor radon exposure.

Level of Significance Before Mitigation Less than significant impact.

Mitigation Measures No mitigation is necessary..

Level of Significance After Mitigation Less than significant impact.

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Alternative 4: Reduced Aquatic Impacts with Cross Property Impact Analysis This alternative would result in substantially the same amount of construction and operational activity as Alternative 2, Proposed Project/Proposed Action above. This alternative would reduce the number of single-family residential units on the Hawthorne Mill East site by 176 units but would relocate 108 units to the Cross Property. As discussed shown in Impact AIR-3, Alternative 4 would not generate or significantly contribute to a CO hotspot. As shown in the impact analysis for Alternative 2, above, the Proposed Project/Proposed Action would result in less than significant impacts for TACs and indoor radon exposure. Therefore, Alternative 4 would similarly result in less than significant impacts for TACs and indoor radon exposure.

Level of Significance Before Mitigation Less than significant impact.

Mitigation Measures No mitigation is necessary..

Level of Significance After Mitigation Less than significant impact.

Odors

Impact AIR-6: The project would not create objectionable odors affecting a substantial number of people and would not expose people to objectionable odors.

Thresholds Two circumstances have the potential to cause odor impacts:

1) A source of odors is proposed to be located near existing or planned sensitive receptors, or 2) A sensitive receptor land use is proposed near an existing or planned source of odor.

The BAAQMD does not have a recommended odor threshold for construction activities. However, BAAQMD recommends screening criteria based on distance between types of sources known to generate odor and the receptor. For projects within the screening distances, the BAAQMD has the following threshold for project operations:

An odor source with five (5) or more confirmed complaints per year averaged over three years is considered to have a significant impact on receptors within the screening distance shown in Table 3-3 [of the BAAQMD’s guidance].

Alternative 1: No Action Impact Analysis Under the No Action Alternative, no development would occur on the project site. Therefore, no new receptors or source of odor would be constructed. No impacts are anticipated.

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Level of Significance Before Mitigation No impact.

Mitigation Measures No mitigation is necessary.

Level of Significance After Mitigation No impact.

Alternative 2: Proposed Project/Proposed Action Impact Analysis The first step in assessing potential odor impacts is to gather and disclose applicable information regarding the characteristics of the buffer zone between the sensitive receptor(s) and the odor source(s), local meteorological conditions, and the nature of the odor source. Table 3.2-43 displays odors observed onsite as well as other potential odors. Table 3.2-44 displays odorous chemicals associated with the industrial uses near the project site.

Table 3.2-43: Odors Onsite and Near Project Site

Frequency of Distance and Landscape Odor Events between Odor Source and Type of Odor (e.g., operating Sensitive Receptor Predominant Wind Direction Source hours, seasonal) (topography, land features) and Wind Speed Existing onsite Annual This odor exists onsite and will Not applicable cattle associated be removed/graded during odors (manure)1 construction of the project to such an extent that the odors would be non existent during operation Manufacturing, Operating hours See Table 3.2-44 for distances. As shown in the wind rose2, the industrial odors of manufacturing The topography is relatively flat. predominant wind direction is near eastern part faculties blowing from the southwest (to of project1 the northeast). The most frequent wind speed is between Wetlands Seasonal There were no negative odors 7 and 17 knots. during the site visit associated with the wetlands. Project During the day Restaurant associated odors operational Project Construction Odors associated with painting, construction hours asphalt paving, and diesel exhaust Sources: 1 Site visit by Carrie Wills, Michael Brandman Associates, April 17, 2009 2 The wind rose is located in the Health Risk Assessment (see Appendix B)

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Table 3.2-44: Industrial Uses with Odorous Emissions Near Project

Distance from Name, Address Project (feet) Pollutant Odor Character American Auto Body, HMW: 800 ft SE Benzene Aromatic/sweet/solvent 1950 Walters Court HME: 4000 ft S Ashland Chemical Co., HMW: 2700 ft E Dimethylformamide Fishy 2461 Crocker Circle HME: 2000 ft S Hexane Gasoline Isopropyl alcohol Sharp/rubbing alcohol Methyl alcohol Sour/sweet Methyl ethyl ketone Sweet/sharp Propylene glycol monomethyl Etherish/ammonia Styrene Sharp/sweet Toluene Sour/burnt Xylene Sweet Ball Metal Beverage HMW: 5400 ft E Benzene Aromatic/sweet/solvent Container Corp., 2400 HME: 1600 ft SE Formaldehyde Pungent Huntington Drive Isopropyl alcohol Sharp/rubbing alcohol Toluene Sour/burnt Clorox Products HMW: 6000 ft NE Benzene Aromatic/sweet/solvent Manufacturing Co., 2600 HME: 2300 ft S Formaldehyde Pungent Huntington Dr. Isopropyl alcohol Sharp/rubbing alcohol Con Crush Inc., 2216 HMW: 4000 ft NE Benzene Aromatic/sweet/solvent Cement Hill Road HME: 400 ft W Formaldehyde Pungent Duracite, 2100 HMW: 2400 ft SE Benzene Aromatic/sweet/solvent Huntington Drive HME: 3000 ft S Propylene glycol monomethyl Etherish/ammonia Styrene Sharp/sweet Pauli Systems, 1820 HMW: 500 ft S Ethylbenzene propylene glycol Oily/solvent Walters Court HME: 5000 ft S monomethyl Etherish/ammonia Xylene Sweet Rexam Beverage Can HMW: 1600 ft E Benzene Aromatic/sweet/solvent Co., 2433 Crocker Circle HME: 2700 ft S Richard’s Auto Body, HMW: 6500 ft NE Ethylbenzene Oily/solvent 2400 Cement Hill Road HME: 100 ft N Methyl alcohol Sour/sweet Toluene Sour/burnt Xylene Sweet Sunpol Resins & HMW: 3000 ft E Benzene Aromatic/sweet/solvent Polymers, 2475 Crocker HME: 2600 ft S Formaldehyde Pungent Circle Notes: ft = feet; S = south; E = east; W = west; N = north; HM = Hawthorne Mill; 5280 feet is equal to one mile. Sources: Name, Address, Pollutant: Bay Area Air Quality Management District, 2004. Location from Project: Aerial photography Odor Character: American Industrial Hygiene Association, 1989.

Odor Screening Distances BAAQMD has developed a list of recommended odor screening distances for specific odor generating facilities. Projects that would locate sensitive receptor(s) to odor source(s) closer than the

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Table 3.2-45 presents odor screening distances recommended by BAAQMD for a variety of land uses. Projects that would site a new odor source or a new receptor farther than the applicable screening distance shown the table from an existing receptor or odor source, respectively, would not likely result in a significant odor impact. As shown in the table, there is chemical manufacturing and painting/coating operations within the screening distances from the project. Therefore, additional analysis is warranted.

Table 3.2-45: BAAQMD Odor Screening Distances

Project Additional Land Use/Type of Screening Closest Operation Analysis Operation Distance to the Project Warranted? Asphalt batch plant 2 miles Con Crush is located 400 feet West of No HME. Personal communication with the company (January 28, 2010) indicates that it is not an asphalt batch plant; it recycles concrete and asphalt and is not associated with odors. Chemical manufacturing 2 miles Various located within 2000 feet (0.4 mile) Yes Painting/coating operations 1 mile Auto body shop within 100 feet of HME Yes Note: HME = Hawthorne Mill East Sources: Draft BAAQMD 2009 Guidelines; Table 3.2-44

The BAAQMD was contacted to determine the number of odor complaints, if any, filed against any of the facilities identified in Table 3.2-44 for the three-year period ending at the issuance of the project’s NOP, from February 26, 2006 to February 27, 2009. The BAAQMD recorded no instances of odor complaints for all facilities within that time frame. Therefore, the project is less than the BAAQMD’s significance thresholds for odor.

Level of Significance Before Mitigation Less than significant impact.

Mitigation Measures No mitigation is necessary.

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Level of Significance After Mitigation Less than significant impact.

Alternative 3: Reduced Aquatic Impacts Impact Analysis Under this alternative, the project would construct 176 fewer single-family detached housing units in the Hawthorne Mill East area. As shown in the impact analysis for Alternative 2, above, the Proposed Project/Proposed Action Alternative would result in less than significant impacts for odors. Therefore, Alternative 3 would similarly result in less than significant impacts for odors.

Level of Significance Before Mitigation Less than significant impact.

Mitigation Measures No mitigation is necessary.

Level of Significance After Mitigation Less than significant impact.

Alternative 4: Reduced Aquatic Impacts with Cross Property Impact Analysis This alternative would result in substantially the same amount of construction and operational activity as Alternative 2, Proposed Project/Proposed Action above. This alternative would reduce the number of single-family residential units on the Hawthorne Mill East site by 176 units but would relocate 108 units to the Cross Property. As shown in the impact analysis for Alternative 2, above, the Proposed Project/Proposed Action would result in less than significant impacts for odors. Therefore, Alternative 4 would similarly result in less than significant impacts for odors.

Level of Significance Before Mitigation Less than significant impact.

Mitigation Measures No mitigation is necessary.

Level of Significance After Mitigation Less than significant impact.

Greenhouse Gas Emissions

Impact AIR-7: The proposed project would generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment.

Thresholds The BAAQMD provides multiple recommended thresholds for project-level greenhouse gas generation from project operation. The BAAQMD does not provide a construction-related

Michael Brandman Associates 3.2-79 H:\Client (PN-JN)\2097\20970002\4 - DEIR\20970002_Sec03-02 AQ-GHG.doc City of Fairfield - Hawthorne Mill Project Air Quality and Greenhouse Gas Emissions Draft EIR/EIS greenhouse gas threshold, but it recommends that the construction-generated greenhouse gases be quantified and disclosed. The BAAQMD also recommends that Lead Agencies (in this case, the City of Fairfield) make a determination of the significance of construction-generated greenhouse gas emissions in relation to meeting AB 32 greenhouse gas reduction goals.

BAAQMD Threshold As with criteria pollutants, BAAQMD has developed screening levels to help determine when additional analysis is necessary to determine significance for greenhouse gas emissions. However, the project readily exceeds the screening levels provided by the BAAQMD. Therefore, additional analysis is required. The thresholds suggested by the BAAQMD for operational greenhouse gas generation are:

• Compliance with a qualified Greenhouse Gas Reduction Strategy, or

• 1,100 metric tons of CO2 equivalent per year, or

• 4.6 metric tons of CO2 equivalent per service population (employees plus residents).

As discussed in the next impact section, the City of Fairfield does not have an adopted Greenhouse Gas Reduction Strategy. Therefore, the option of complying with a greenhouse gas reduction strategy is not an option for determining significance for this impact. In addition, this analysis is restricted to greenhouse gases identified by AB 32, which include carbon dioxide, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride.

Alternative 1: No Action Impact Analysis Under the No Action Alternative, no development would occur on the project site. Therefore, no new construction or operational greenhouse gases would be generated. No impacts are anticipated.

Level of Significance Before Mitigation No impact.

Mitigation Measures No mitigation is necessary.

Level of Significance After Mitigation No impact.

Alternative 2: Proposed Project/Proposed Action Project Impacts The project would generate greenhouse gas emissions from short-term construction activity as well as from operational activities.

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At a service population of 2,514 (88 employees and 2,426 residents), applying the threshold of 4.6 metric tons of CO2 equivalent would result in a total project emission threshold of 11,564.40 metric tons of CO2 equivalent. Therefore, the project-level operational threshold of 11,564.40 metric tons of

CO2 equivalent will be applied.

An inventory of greenhouse gas emissions generated by the project is presented below. The emissions are converted to metric tons of carbon equivalents (MTCO2e) using the formula:

MTCO2e = (tons of gas) x (global warming potential) x (0.9072 metric tons of gas)

Construction Emissions Inventory The BAAQMD suggests that Lead Agencies quantify and disclose greenhouse gas emissions from construction. The project would emit greenhouse gases during construction of the project from combustion of fuels in worker vehicles accessing the site as well as from construction equipment. Exhaust emissions of carbon dioxide during construction for the project were estimated using URBEMIS2007 Version 9.2.4, as discussed in Impact AIR-1 and are presented in Table 3.2-46.

Table 3.2-46: Construction Greenhouse Gases

Analysis Emissions Emissions Year Source (tons CO2) (MTCO2e) Hawthorne Mill West – Mass Grading + Basin 136.76 124.07 2013 Hawthorne Mill West – Construction* 315.25 285.99 Subtotal 452.01 410.06 Hawthorne Mill East – Mass Grading + Basin 271.01 245.86 Hawthorne Mill East – Construction* 356.74 323.63 2014 Hawthorne Mill West – Construction* 293.13 265.93 Subtotal 920.88 835.42 2015 Hawthorne Mill East – Construction* 620.59 563.00 2016 Hawthorne Mill East – Construction* 649.80 589.50 Total 2,191.27 1,987.92 Notes: * Includes paving, building, and architectural coatings. MTCO2e = metric tons of carbon dioxide equivalents (carbon dioxide emissions multiplied by 0.9072) Source: Michael Brandman Associates, 2011 (Appendix B, URBEMIS Output).

Operational Greenhouse Gas Emissions Inventory Operational greenhouse gas emissions would occur on an annual basis while the project is in operation. The BAAQMD’s BGM model was used in conjunction with the URBEMIS model to estimate greenhouse gases from the project’s operation. Motor vehicle emissions were estimated using URBEMIS2007 as discussed in Impact AIR-2. Area sources, which include natural gas, hearth,

Michael Brandman Associates 3.2-81 H:\Client (PN-JN)\2097\20970002\4 - DEIR\20970002_Sec03-02 AQ-GHG.doc City of Fairfield - Hawthorne Mill Project Air Quality and Greenhouse Gas Emissions Draft EIR/EIS and landscape equipment emissions, were estimated using URBEMIS2007 as was discussed in Impact AIR-2. The URBEMIS and BGM model output are provided in Appendix B. The BGM contains adjustment to reflect reductions from adopted state regulations such as Pavley and the low carbon fuel standard. Therefore, no off-model adjustments are necessary to reflect the decline of future-year emissions due to implementation of state regulation.

Please note that the BAAQMD does not provide guidance on the year to model in the BGM. Therefore, the years analyzed for the significance determination are 2017 and 2020, consistent with the assumed buildout of the project and the emission reduction goal year of AB 32.

The project’s estimated operational greenhouse gas generation for year 2017 is provided in Table

3.2-47. As shown below, the project would generate approximately 18,857.87 MTCO2e, which is

7,293.47 MTCO2e more than the significance threshold for all the phases of operation. A summary of emissions in year 2020 is shown in Table 3.2-48; as shown in the table, the total emissions and the per capita emissions exceed the BAAQMD significance thresholds. Therefore, this is a potentially significant impact and mitigation measures are required.

Table 3.2-47: Operational Greenhouse Gases – 2017

Metric Tons Carbon Dioxide Equivalent per Year

Sources Hawthorne Mill West Hawthorne Mill East Total Project Transportation 1,771.85 10,498.44 12,270.29 Landscaping 90.36 431.77 522.13 Electricity 466.31 1,975.57 2,441.88 Natural Gas 453.00 1,785.60 2,238.60 Water & Wastewater 33.14 135.11 168.25 Solid Waste 247.47 969.24 1,216.71 Total Annual Emissions 3,062.13 15,795.74 18,857.87 BAAQMD Threshold 11,564.40 Potentially Significant? Yes Tons over Threshold 7,293.47 Source: BAAQMD, 2010

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Table 3.2-48: Operational Greenhouse Gases – 2020

Metric Tons Carbon Dioxide Equivalent per Year

Sources Hawthorne Mill West Hawthorne Mill East Total Project Transportation 1,629.93 9,567.27 11,197.20 Landscaping 90.36 431.77 522.13 Electricity 466.31 1,975.57 2,355.85 Natural Gas 453.00 1,785.60 2,238.60 Water & Wastewater 32.91 133.92 166.83 Solid Waste 247.41 969.01 1,216.42 Total Annual Emissions 2919.91 14,953.15 17,787.03 BAAQMD Threshold 11,564.40 Potentially Significant? Yes Tons over Threshold 6,308.66 Source: BAAQMD, 2010

Greenhouse gas emissions during operation of the project exceed the per capita in the threshold of 4.6

MTCO2e per service population per year, or 11,564.40 MTCO2e. Therefore, emissions are potentially significant. Transportation (mobile vehicles) is the greatest contributing source of project-generated greenhouse gases. As shown in the tables above, the amount of project emissions above the threshold is greater in 2017 than in 2020. The reduction is due to implementation of state regulations that require cleaner burning vehicles in future years.

The City of Fairfield, in conjunction with the Solano Transportation Authority, has initiated work on a comprehensive Climate Action Plan to address the cumulative effects of future development on greenhouse gas emissions. The City anticipates adoption of the Climate Action Plan by late 2013 or early 2014. Mitigation Measure AIR-7a requires the project applicant to demonstrate compliance with applicable Climate Action Plan strategies if the plan has been adopted at the time of building permit issuance.

Because there is the possibility that the Climate Action Plan may not be adopted at the time of building permit issuance, Mitigation Measure AIR-7b is proposed requiring compliance with the latest adopted edition of the Title 24 energy efficiency standards. This mitigation measure, in conjunction with Mitigation Measures AIR-2, TRANS-7, US-1a, and US-1b, would contribute to reductions in greenhouse gas emissions relative to “business as usual” conditions. However, due the uncertainties associated with quantifying the effectiveness of these mitigation measures, it cannot be assumed that they would fully reduce the impact to a level of less than significant. Therefore, the residual significance of this impact is significant and unavoidable.

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Level of Significance Before Mitigation Potentially significant impact.

Mitigation Measures Implement Mitigation Measure AIR-2, and the following:

MM AIR-7a Prior to issuance of building permits, the applicant shall prepare and submit plans that demonstrate compliance with the City of Fairfield Climate Action Plan’s applicable strategies for reducing greenhouse gas emissions. If the Climate Action Plan is not adopted at the time of issuance of the first building permit, Mitigation Measure AIR-7b shall apply in lieu of this mitigation measure.

MM AIR-7b Prior to issuance of building permits, the project applicant shall demonstrate compliance with the latest adopted edition of the Title 24 energy efficiency standards. This mitigation measure does not apply if the City of Fairfield’s Climate Action Plan is adopted at the time of issuance of the first building permit.

Level of Significance After Mitigation Significant unavoidable impact.

As shown in Table 3.2-49 and Table 3.2-50, the project’s emissions would exceed the BAAQMD’s operational greenhouse gas significance thresholds after application of mitigation measures.

Table 3.2-49: Operational Greenhouse Gases – 2017 (Mitigated)

Metric Tons Carbon Dioxide Equivalent per year

Sources Hawthorne Mill West Hawthorne Mill East Total Project Transportation 1,771.85 10,268.10 12,039.95 Landscaping 2.29 8.96 11.25 Electricity 371.58 1579.00 1,950.58 Natural Gas 150.09 1,216.17 1,366.26 Water & Wastewater 31.74 129.37 161.11 Solid Waste 2,47.47 969.24 1,216.71 Total Annual Emissions 2,575.01 14,170.84 16,745.86 BAAQMD Threshold 11,564.40 Tons over Threshold 5,181.46 Source: BAAQMD, 2010

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Table 3.2-50: Operational Greenhouse Gases – 2020 (Mitigated)

Metric Tons Carbon Dioxide Equivalent per year

Sources Hawthorne Mill West Hawthorne Mill East Total Project Transportation 1629.92 9445.39 11,075.31 Landscaping 2.29 8.96 11.25 Electricity 371.58 1579.00 1,950.58 Natural Gas 150.09 1216.17 1,366.26 Water & Wastewater 31.5 128.21 159.71 Solid Waste 247.41 969.01 1,216.42 Total Annual Emissions 2432.79 13349.73 15,779.53 BAAQMD Threshold 11,564.40 Tons over Threshold 4,215.13 Source: BAAQMD, 2010

Alternative 3: Reduced Aquatic Impacts Impact Analysis Under this alternative, the project would construct 176 fewer single-family detached housing units in the Hawthorne Mill East area, resulting in fewer construction and operational greenhouse gases. Although Alternative 3 would result in fewer construction and operational greenhouse gas emissions, it would not lessen the severity of impact to avoid the significant unavoidable impact for greenhouse gas emissions. Therefore, Alternative 3 would similarly result in the same significant unavoidable impact for greenhouse gases.

Level of Significance Before Mitigation Potentially significant impact.

Mitigation Measures Implement Mitigation Measures AIR-2, AIR-7a, AIR-7b, TRANS-7, US-1a, and US-1b.

Level of Significance After Mitigation Significant unavoidable impact.

Alternative 4: Reduced Aquatic Impacts with Cross Property Impact Analysis This alternative would result in substantially the same amount of construction and operational activity as Alternative 2, Proposed Project/Proposed Action above. This alternative would reduce the number of single-family residential units on the Hawthorne Mill East site by 176 units but would relocate 108 units to the Cross Property. Although Alternative 4 would result in fewer operational greenhouse gas emissions, it would not lessen the severity of impact to avoid the significant unavoidable impact for

Michael Brandman Associates 3.2-85 H:\Client (PN-JN)\2097\20970002\4 - DEIR\20970002_Sec03-02 AQ-GHG.doc City of Fairfield - Hawthorne Mill Project Air Quality and Greenhouse Gas Emissions Draft EIR/EIS greenhouse gas emissions. Therefore, Alternative 4 would similarly result in the same significant unavoidable impact for greenhouse gases.

Level of Significance Before Mitigation Potentially significant impact.

Mitigation Measures Implement Mitigation Measures AIR-2, AIR-7a, AIR-7b, TRANS-7, US-1a, and US-1b.

Level of Significance After Mitigation Significant unavoidable impact.

Greenhouse Gases: Plan Consistency

Impact AIR-8: The proposed project would conflict with an applicable plan, policy, or regulation of an agency adopted for the purpose of reducing the emissions of greenhouse gases.

Thresholds As discussed in the regulatory setting and in Impact AIR-7, above, the City of Fairfield does not have an adopted climate action plan or regulatory program. Therefore, the applicable plan is the ARB’s Climate Change Scoping Plan (Scoping Plan).

As discussed in the Regulatory Section, ARB adopted the Scoping Plan, which outlines actions recommended to obtain that the emission reduction goals contained in AB 32. The Scoping Plan states, “The 2020 goal was established to be an aggressive, but achievable, mid-term target, and the 2050 greenhouse gas emissions reduction goal represents the level scientists believe is necessary to reach levels that will stabilize climate” (ARB 2008, page 4). The year 2020 goal of AB 32 corresponds with the mid-term target established by S-3-05, which aims to reduce California’s fair- share contribution of greenhouse gases in 2050 to levels that will stabilize the climate. The Scoping Plan identifies recommended measures for multiple GHG emission sectors and the associated emission reductions needed to achieve the year 2020 emissions target—each sector has a different emission reduction target. Most of the measures target the transportation and electricity sectors. Therefore, the majority of measures are not directly applicable or implementable at the project level.

Alternative 1: No Action Impact Analysis Under the No Action Alternative, no development would occur on the project site. Therefore, no new construction or operational greenhouse gases would be generated, and there is no potential to conflict with an adopted climate action plan. No impacts are anticipated.

Level of Significance Before Mitigation No impact.

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Mitigation Measures No mitigation is necessary.

Level of Significance After Mitigation No impact.

Alternative 2: Proposed Project/Proposed Action Impact Analysis Project consistency with applicable strategies in the Plan is assessed in Table 3.2-51. The strategies that are not applicable to the project are shown in Table 3.2-52. As shown, the project is consistent with the applicable strategies after incorporation of mitigation measures.

Table 3.2-51: Consistency with Applicable Scoping Plan Reduction Measures

Scoping Plan Reduction Measure Project Consistency 3. Energy Efficiency. Maximize energy efficiency Consistent The proposed project’s structures would building and appliance standards; pursue be required to comply with the latest adopted edition additional efficiency including new technologies, of the Title 24 energy efficiency standards. policy, and implementation mechanisms. Pursue comparable investment in energy efficiency from all retail providers of electricity in California. 4. Renewable Portfolio Standard. Achieve 33 Consistent. The proposed project would demand percent renewable energy mix statewide. electricity from Pacific Gas and Electric Company Renewable energy sources include (but are not (PG&E). PG&E obtains more than 50 percent of its limited to) wind, solar, geothermal, small electricity from non-fossil fuel-based sources (e.g., hydroelectric, biomass, anaerobic digestion, and nuclear, hydroelectric, geothermal, wind, and solar) landfill gas. and this percentage is expected to increase in the coming years because of the Renewable Portfolio Standards contained in AB 32. 9. Million Solar Roofs Program. Consistent. Implementation of Mitigation Measure Install 3,000 MW of solar-electric capacity under AIR-8a, although not directly requiring installation California’s existing solar programs. of solar panels, facilitates installation of solar panels by requiring the structural integrity and infrastructure to install solar panels. 13. Green Building Strategy. Expand the use of Consistent with mitigation. The project would green building practices to reduce the carbon implement the new Green Building Standards, as footprint of California’s new and existing required by state law. inventory of buildings. 15. Recycling and Waste. Reduce methane Consistent with mitigation. Mitigation measure emissions at landfills. Increase waste diversion, AIR-8b requires infrastructure that facilitates composting, and commercial recycling. Move increase in recycling and waste diversion. toward zero-waste. 17. Water. Continue efficiency programs and use Consistent with mitigation. Mitigation Measure cleaner energy sources to move and treat water. US-1a requires landscaping that reduce the project’s water consumption. Source: Michael Brandman Associates, 2013.

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Table 3.2-52: Non-applicable Scoping Plan Reduction Measures

Scoping Plan Reduction Measure Reason Why Not Applicable 1. California Cap-and-Trade Program Linked to Not applicable. Western Climate Initiative. Implement a When this cap-and-trade system begins, products or broad-based California Cap-and-Trade services (such as electricity) would be covered and the program to provide a firm limit on emissions. cost of the cap-and-trade system would be transferred Link the California cap–and-trade program to the consumers. with other Western Climate Initiative Partner programs to create a regional market system to achieve greater environmental and economic benefits for California. Ensure California’s program meets all applicable AB 32 requirements for market-based mechanisms. 2. California Light-Duty Vehicle Greenhouse Not applicable. Gas Standards. Implement adopted standards This is a statewide measure that cannot be implemented and planned second phase of the program. by a project applicant or lead agency. When this Align zero-emission vehicle, alternative and measure is initiated, the standards would be applicable to renewable fuel and vehicle technology the light-duty vehicles that would access the project site. programs with long-term climate change goals. 5. Low Carbon Fuel Standard. Develop and Not applicable. adopt the Low Carbon Fuel Standard. This is a statewide measure that cannot be implemented by a project applicant or lead agency. When this measure is initiated, the standard would be applicable to the fuel used by vehicles that would access the project site. 6. Regional Transportation-Related Greenhouse Not applicable. Gas Targets. Develop regional greenhouse gas Development of regional targets cannot be implemented emissions reduction targets for passenger at a project level. vehicles. This measure refers to SB 375. 7. Vehicle Efficiency Measures. Implement Not applicable. light-duty vehicle efficiency measures. When this measure is initiated, the standards would be applicable to the light-duty vehicles that would access the project site. 8. Goods Movement. Implement adopted Not applicable. regulations for the use of shore power for ships The proposed project does not propose any changes to at berth. Improve efficiency in goods maritime, rail, or intermodal facilities or forms of movement activities. transportation. 10. Medium/Heavy-Duty Vehicles. Adopt Not applicable. medium and heavy-duty vehicle efficiency This is a statewide measure that cannot be implemented measures. by a project applicant or lead agency. When this measure is initiated, the standards would be applicable to the vehicles that access the project site. 11. Industrial Emissions. Require assessment of Not applicable. large industrial sources to determine whether The proposed project is not an industrial use. individual sources within a facility can cost- effectively reduce greenhouse gas emissions and provide other pollution reduction co-benefits. Reduce greenhouse gas emissions from fugitive emissions from oil and gas extraction and gas transmission. Adopt and implement regulations to control fugitive methane emissions and reduce flaring at refineries.

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Table 3.2-52 (cont.): Non-applicable Scoping Plan Reduction Measures

Scoping Plan Reduction Measure Reason Why Not Applicable 12. High Speed Rail. Support implementation of a Not applicable. high-speed rail system. This is a statewide measure that cannot be implemented by a project applicant or lead agency. 14. High Global Warming Potential Gases. Adopt Not applicable. measures to reduce high global warming When this measure is initiated, it would be applicable potential gases. to the high global warming potential gases that would be used by the project (such as in air conditioning and refrigerators). 16. Sustainable Forests. Preserve forest Not applicable. sequestration and encourage the use of forest The project site is in an urban area. No forested lands biomass for sustainable energy generation. exist onsite. 18. Agriculture. In the near-term, encourage Not applicable. Grazing activities would continue to investment in manure digesters and at the five- occur onsite after project development. Although these year Scoping Plan update determine if the activities generate manure, they are an existing program should be made mandatory by 2020. condition and, thus, do not represent new emissions in this regard. Source: Michael Brandman Associates, 2013.

Level of Significance Before Mitigation Potentially significant impact.

Mitigation Measures Implement Mitigation Measures AIR-2, AIR-7a, AIR-7b, US-1a, and the following:

MM AIR-8a All residential structures shall be constructed to be “solar ready,” as defined by 2013 Title 24 Standards (effective January 1, 2014) including but not limited to structural strength of the roof to support solar panels and appropriate electrical wiring to attach and utilize solar panels.

MM AIR-8b To reduce solid waste generated by the project, the following measures shall be implemented:

a) Prior to issuance of final certificates of occupancy, the City shall ensure that all multi-family residential facilities with 5 or more units have areas designated for recycling bins with signs that explain what should be recycled. b) Prior to issuance of the final certificates of occupancy for each commercial building within the project, the project applicant shall install onsite facilities necessary to collect and store recyclable materials generated by customers and facility operations. Customer recyclable collection facilities (i.e., receptacles) shall be located in public spaces and clearly identify accepted materials. Facility operations recycling facilities (i.e., bale and pallet

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storage) shall be located in appropriate places and shall be enclosed for screening purposes.

Level of Significance After Mitigation Less than significant impact.

Alternative 3: Reduced Aquatic Impacts Impact Analysis Under this alternative, the project would construct 176 fewer single-family detached housing units in the Hawthorne Mill East area, resulting in fewer construction and operational greenhouse gases. However, Alternative 3 would still contain the same general land uses and emissions sources and, therefore, would generate a potentially significant operational impact.

Level of Significance Before Mitigation Potentially significant impact.

Mitigation Measures Implement Mitigation Measures AIR-2, AIR-7a, AIR-7b, AIR-8a, and AIR-8b.

Level of Significance After Mitigation Less than significant impact.

Alternative 4: Reduced Aquatic Impacts with Cross Property Impact Analysis This alternative would result in substantially the same amount of construction and operational activity as Alternative 2, Proposed Project/Proposed Action above. This alternative would reduce the number of single-family residential units on the Hawthorne Mill East site by 176 units but would relocate 108 units to the Cross Property. As shown in the impact analysis for Alternative 2, above, the Proposed Project/Proposed Action would result in potentially significant impacts. Therefore, Alternative 4 would similarly result in potentially significant impacts for consistency with an adopted climate action plan.

Level of Significance Before Mitigation Potentially significant impact.

Mitigation Measures Implement Mitigation Measures AIR-2, AIR-7a, AIR-7b, AIR-8a, and AIR-8b.

Level of Significance After Mitigation Less than significant impact.

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3.2.7 - Comparative Analysis of Alternatives As required by NEPA, the Draft EIR/EIS evaluates a range of alternatives to the proposed project, including Alternative 3 (Reduced Aquatic Impacts Alternative), designed to reduce the total construction area by about 20 acres, and Alternative 4 (Reduced Aquatic Impacts with Cross Property), designed to reduce impacts to aquatic resources by relocating a number of units from the Hawthorne Mill East portion to the Cross Property west of project site. In general, the proposed project’s impacts are similar to those of Alternatives 3 and 4 with respect to air quality resources; however, impacts to air quality resulting from Alternatives 3 and 4 are lessened by virtue of their design (fewer residential units). The project location, construction, and operational activities in each of the alternatives make each alternative result in a similar impact analysis. Potentially significant impacts under all the three alternatives would be mitigated with the incorporation of the mitigation measures outlined above. Impacts would be similar and less than significant for all impacts, except for consistency with an adopted air quality attainment plan and generation of operational emissions, which are significant and unavoidable.

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